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    TOM WRIGLEY’S #BMW-M3-Competition-Pack-F80 / #BMW-M3-F80-Competition-Package / #BMW-M3 / #BMW-F80 / #BMW / #BMW-3-Series / #BMW-3-Series-F80

    I started my last ‘Our Cars’ entry back in the Summer issue apologising for missing a few months’-worth of updates, and here I am writing this this month having done exactly the same thing. Even the excuse is the same – I’ve just been so busy with work at the karting centre and with my racing in the Porsche Carrera Cup GB with team MSS Kits that I’ve just not had time to put fingers to keyboard. Nor have I done much to the M3 either, but I do have a reason for that. You see, I’ve decided I’ve had my time with the #BMW-M3-DCT-F80 M3 Competition Pack and I fancy something different.

    Don’t get me wrong, I’ve thoroughly enjoyed my time driving and modifying her, and she definitely ranks as one of my favourite cars I’ve owned, but it’s time for a change. But don’t worry, I’m not straying from my beloved BMW. I thought to myself, what could possibly be better than an F80 M3? Well I guess, logically, the answer is an F90 M5! I’ve been a bit obsessed with the latest M5 since seeing and reading the reviews a little while back, and while some people weren’t sure about the M5 losing one of its USPs at first, personally I liked the idea of that clever four-wheel-drive system, and of course its 600hp and 553lb ft V8 engine too. So, it’s time to say goodbye to the M3. As so often happens (I’ve read enough PBMW features to know I’m not alone in having done this!), I’d gotten her right where I wanted her and then… decided to sell. I know, I know, but you know what it’s like when you get the taste of a new car. Anyway, before I wave her off to pastures new I thought I’d run down the final spec how she stands now.

    The highlight of the whole build for me was definitely the #Tom-Wrigley-Performance #AP-Radi-CAL II 390mm six-pot and 380mm four-pot front and rear brakes I developed. They absolutely transformed the way the car stopped on the road and on the track, giving such a nicer pedal feel and, on track, being much less prone to fade. I liked the way the M Performance carbon exterior pack and the CS front splitter looked on the outside, just as much, in fact, as I liked the M Performance carbon and Alcantara interior pack, the trick LED wheel, the amazing sounding and performance-boosting exhaust and, in my eyes anyway, the awesome looking #763M-wheels . In fact, I liked pretty much everything about this car it’s got to be said. Under the bonnet I fitted the three-piece CSF cooling kit, which did definitely make a difference in keeping things cool on track, the stunning looking (and sounding!) Arma Speed carbon intake and of course the Evolve Automotive cat-less downpipes. Finally, and probably the thing that made the most difference performance-wise, I had Evolve install one of its Stage 2 maps, with pop and crackle overrun for the giggles. In fact I liked the noises it made so much that the fact Evolve’s brilliant map really made a noticeable difference to the car’s responsiveness and overall drivability and added an extra 60-70hp and 70-80lb ft torque too was almost a bit of a bonus!

    I also want to take this opportunity to thank #Evolve-Motorsport , CSF and #Arma-Speed for working with me on the car and I look forward to fitting some of their brilliant products to my cars in the future. You know a product is good when you’re already thinking of going down the same route with your next car! So anyway, that’s that, that’s how the M3 looked. I’ll definitely miss it, it was brilliant in standard form but even better modified just a little. Where’s the fun in leaving a car standard after all? And I know what you’re all thinking, what’s going to happen to the M5 when it comes? Well, to be honest, I’m not sure. All I can say is I’ll see how it goes…

    It’s the end of the road for Tom’s #BMW-M3-F80 . Three-piece #CSF-cooling-kit made a big difference M3 looked fantastic on the 763M wheels. Sexy interior carbon pack. #BBK the best mod Tom did.
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    OUR CARS MARK B’S E30 M3

    / #BMW-E30 / #BMW-M3 / #BMW-M3-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW / #BMW-S14 / #resto-mod /

    As I write this, last week was the first Retro Rides Gathering at Goodwood and a date I had marked in my diary a good few months back. The chaps at Retro Rides always put on a good show, with their August events at Shelsey Walsh being just about my favourite of the year. Goodwood was a first, though, and with a combination of static show and track action it was also going to be popular. There was also bound to be a good selection of classic BMWs, with many having a resto-mod flavour.

    Personally though, I was looking forward to getting my E30 M3 out on track and enjoying all the hard work done over the past year or so. Living in Cornwall is lovely but the only real downside is everywhere being so far away. I could have camped at Goodwood but opted to use Airbnb and find myself a place to stay close by instead. Before leaving, though, I figured I would get local valeters iShine to come work their magic and get the M3 looking its best. Much as I love my car, detailing just isn’t my thing! I also did a thorough spanner and fluid check to make certain all was as it should be, before loading my suitcase and crash helmet, then heading off towards Goodwood. In fact, it was Chichester I was staying at and the journey up couldn’t have been better. The weather was absolutely gorgeous and the M3 was in its element on the twisting A roads of Cornwall, Devon and Dorset. Being so warm, as I headed through the New Forest I opened the windows and enjoyed the induction noise, with pops and bangs from the exhaust on overrun. It had to rank as one of the best journeys I’ve done in the M3. I arrived at the #B&B in good time and was up early on Saturday, getting petrol en route to the circuit, with the sun still shining.

    Goodwood is a fantastic circuit. It’s fast and flowing, with some double-apex right-handers that really suit the E30 M3. The warm ambient temperature also meant the Nankang AR-1 tyres were at their best and I was looking forward to putting them through their paces. I knew they were good from using them on the street but that simply doesn’t compare to lapping a circuit. On a track day I would have dropped cold air pressures to around 20 psi but this was a sprint format that consisted of a standing start from the pit lane and two flying laps. There was also a second chicane that had been added to the back straight, in an effort to slow things down a little. There were morning and afternoon sessions, with 40 cars in each that were divided into groups of five. Cars were released one at a time, with about 15 seconds between them, so as to spread the cars out on track. Overtaking was also forbidden. The track action was always going to be about fun rather than competition with such an eclectic group of cars anyway. I had a Studebaker ahead of me and a ’60s Ford Galaxy behind, so you see what I mean.

    My first two laps were more about remembering the corners than pushing the limits of the car. Even so, it wasn’t long before I found myself riding the rear of the Studebaker. I backed off, enjoyed the views and once the gap had grown again, nailed the accelerator, enjoying the sound of the S14 revving up toward its redline. I know I’m biased but it sounded glorious. In the past I have always tried to short-shift the gears and get the M3 settled into the corners, carrying as much speed as I can.

    I must say I was incredibly happy with the performance of the #Nankang-AR-1 tyres. The levels of grip were excellent right from the off and they were certainly consistent. My first introduction to Nankang was of a cheap tyre most often used by drifters and, if honest, there was a bit of a stigma attached to the name. It is pretty clear that Nankang have done some serious development and, as a control tyre for the #M3 cup, the general consensus was it’s a very good tyre indeed. It will be interesting to see how well they last, when compared to the likes of the Toyo R888R, but their performance is certainly next level. Yes, they’re not exactly ideal in wet weather but they were never meant to be. It’s hard to see how you could get a better track day tyre for the money, though. The only negative being there isn’t quite the choice in sizes I would like, but hopefully that may change in the future? Anyway, big thanks to Ben Lawson at Nankang UK.

    The M3 runs KW Competition suspension and it felt so planted, really giving me the confidence to carry so much speed through the corners. My previous experience had been with my old #BMW-325i-Coupe-E30 race car but the M3 is in a whole other league. As I passed the chequered flag I was able to scroll through the various readings on the Stack dash display and everything was well within the limits so we rolled around to the paddock and awaited our next laps.

    Whilst sat in the paddock we shuffled our group of five cars around, with the M3 going first as it was the fastest. Now I could really push on without catching slower traffic, although I was also mindful of this being fun and not competitive. As we had a few minutes I was able to take a look at some of the other cars and especially the other BMWs. How about a 1970 1600-2? I love ’02s anyway, but this one belonged to James of JFi Classics in Brecon. James and I have been friends for a few years now and he has put together some terrific cars. This ’02 has a real sting in the tail, with a supercharged #M42 under the bonnet. The registration plate FLY is pretty apt and the whine of the supercharger is phenomenal. There was also another E30 M3, but rather than being powered by an S14 it has what was the first #LS1-V8 conversion. Power is around 450hp so it was always going to be quick. My personal favourite is a car I have known since I first discovered BMWs 30 plus years ago! It’s a 2002 Touring but with M30 3.5 power and triple Weber carbs. It has to be said, this is just about my perfect ’02 specification and a credit to Ian Elliott who has built and developed it over many years.

    As time came around for my next laps, James from JFi’s son jumped in as a passenger, having never ridden in an E30 M3 before. Obviously with such a valuable cargo I wasn’t going to go 10/10ths but after the first lap we were both enjoying the performance of the M3 and all those clichés that have been written for the past 30+ years. The second lap was certainly my quickest of the day, carrying more speed through Woodcote and braking hard for the right, left of Chicane as we entered the pit straight and crossed the finishing line. It was as we passed that line the dash warning light flashed and the Stack display showed ‘Low Oil Pressure!’ accompanied by the unmistakable sound of bearing knocking. I immediately killed the engine and coasted to a halt. My weekend had just taken a nosedive.

    The next half hour was mainly spent staring in disbelief. I had done everything I could to guard against this scenario yet here I was, looking at yet another incredibly expensive engine rebuild. What I just couldn’t understand, though, was why? The reason I had installed the digital dash display from Stack Ltd, was that it allowed me to keep a close eye on exactly what goes on with the engine. The custom rad, larger oil cooler and baffled sump were also fitted to allow the S14 to be used as it was designed to be, on track. I’ve been almost obsessive in keeping watch over fluid levels and temperatures yet here I was with another engine failure. As you can imagine, my enthusiasm for the rest of the weekend took quite a knock so I opted to get the M3 transported back home so that ARM could get the engine out and back to the builder.


    A could of days later Joe at ARM took off the sump and it was soon clear that cylinder number one’s big end shell had spun. Added to that, the rest of the bearings look to have worn prematurely and you’d never believe this was an engine that had run for just 300 hours. What we couldn’t see though, was a reason to explain the failure and without that I couldn’t rebuild and gamble that it could happen again.

    The next couple of days saw me calling and emailing anyone with experience of using BMWs S14 in competition. They all agreed that I appeared to have taken pretty much every precaution and both the ECU and Stack memories confirmed that there were no excessive coolant or oil temperatures, the engine had never been over-revved and the only thing that was shown was a momentary (and pretty catastrophic) loss of oil pressure. It was then that I mentioned that the crank had been subjected to a +0.75 regrind and it is this that seems most likely to have been behind the failure, due to its removing the nitriding that gives the crank strength. In fact a few people have since told me that they just wouldn’t regrind an S14 crankshaft at all, let alone as much as +0.75 and that I need a new crankshaft before I rebuild my engine once again. I also need to replace at least one of the Arrow con rods as the end cap has blued from the heat generated by the spun shell. Thankfully Russ, at JC Racing in Thirsk, has come to the rescue. So there we go. As it stands today (and things may well change between now and your reading this) I have a pretty expensive parts list to fill. I had no idea that the S14 crank couldn’t be reground but as they say, every day is a school day and this was an expensive lesson!

    BIG THANKS TO Joe at ARM BMW, Kirby at C3 BMW Russ at JC Racing, James at JFi Classics Nigel at Moseley Motorsport I also owe a huge amount to my long-suffering partner Claire. I think it’s fair to say she hates the M3 and would rather I sold it and took up knitting instead

    Nankang AR-1s impressed on track. The M3 was treated to a detailing session. Compbrake #BBK great on track. #BMW-E30-LS1 #V8-swapped-BMW-M3-E30 was also on track.
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    SUPERCHARGED E39 M5 Business class just got faster

    STRICTLY BUSINESS This executive saloon may look unassuming, but don’t be fooled, Matt Benson’s supercharged E39 M5 will easily cash any cheques your right foot can sign. Words and photos: Matt Petrie.

    Don’t judge a book by its cover” is an age-old adage instilled in us during our youth. While it is one of the earliest morals taught, it is too often forgotten as we grow old. Taking past experiences and using them to make prejudices towards a result which we expect to be true can get us into trouble and that is the case with Matt Benson’s E39. What looks to be a civilized saloon is in actuality a complete and utter lunatic. Don’t be fooled – this unapologetic M5 will leave you scratching your head when launching from a red light or as it commands curves, winding through the mountains.

    Maintaining a balance of ferocity and modesty is not an easy task and while on paper it might be contradictory, we assure you that Matt’s E39 M5 is a textbook example of a proper business saloon. The key to retaining modesty is doing without the wild colours, aggressive aero, and flashy wheels. Aesthetically, it has to be something to simply get you into work without being the topic of conversation among co-workers gathering around the water cooler. However, that commute to and from the office is a different, exhilarating story. In order to fully appreciate the final product, we need to briefly highlight the evolution of Matt’s mods and previous cars.

    Matt Benson has always had an affinity for V8 muscle and taking the more subtle approach is something of second nature for him. His first car was a Ford Mustang 5.0 LX “Fox body” which, in a sense, was a sleeper in its time compared to its sister version, the Mustang GT. He drove that LX into the ground with over 200,000 miles on the odometer. After many advancements up the automobile food chain, Matt traded some American torque for German refinement as he found himself in another V8, but this time in the form of a 2000 E39 540i Saloon.

    Though Matt was satisfied with the graduation to the European sports saloon and recognized it as a big improvement, the horsepower bug bit him hard. Dinan parts made their way all over the 540i to increase the performance in both the handling and the engine, pushing it to 350hp. Knowing his reasonable limitations had been met with the 540, yet still wanting more out of his car, Matt set his eyes on his current ride – this 2000 Carbon black on Caramel leather M5.

    He found this car over a decade ago, desirably, with one previous owner and only 13,000 miles logged. Immediately, the performance difference was prominent between the 540i and the M5; the torque off the line and the way the car hooked in the corners didn’t leave him with seller’s remorse over the 540i. While he was tacking on roughly 50,000 miles of his own back and forth to the office and on spirited drives, Matt was continuously adding mods to enhance the performance even further. As superior as he felt the car was in comparison to his previous cars, it wasn’t quite enough. Relentless and back with a vengeance, the mod bug bit hard this time, and it did not let go.

    Matt’s first modification to the M5 didn’t lead to horsepower gains per se. Back in 2005 he sourced a Dinan 3.55 differential and while it is one of the biggest improvements that you can make to a naturally aspirated car, ironically, it has nothing physically to do with the engine. Over the years it served its purpose, but as Matt says “I guess I modded a mod” and changed the rear end out to a 3.62. The tight gear ratio shifts the power band, launching the car and virtually making first gear useless in the best way possible. Surrounding the differential in the rear is a matching Dinan high performance exhaust, which flows out back from a Supersprint four-into-one stepped exhaust manifold system. Above the manifolds, under the bonnet, lies a Dinan cold air intake and Evolve Alpha-N tune with MAF delete and while this combination achieved Matt’s 450 horsepower goal, it was time to raise the bar yet again.

    Chasing greater horsepower and maximising the NA bolt-ons, he crossed the threshold into the forced induction world. Matt commissioned Autocouture Motoring in northern NJ, well-known for its work with BMW and supercharging the E9x platform specifically, to do the work. The team installed an ESS Tuning VT1-560 supercharger system along with an Aquamist meth injection kit. To handle the horsepower increase and fight the ravages of age, Autocouture also installed a Dinan subframe reinforcement kit at the same time as the performance upgrades. The combination of the Dinan differential chewing through first and second gear with the pull of the ESS supercharger and meth higher up the power band is a visceral experience that delivers an exceptional one-two punch.

    In fact, when Matt was asked what his favorite modification to the car has been, he responded happily, “I have two favourites, the first being the supercharger, which brought the biggest smile to my face, and second would be the shorter diff, it’s like a 50hp equivalent increase!”

    With all of this newly-added power he now addressed the other areas of importance: brakes and suspension. Matt went top shelf when choosing suspension, opting for the JRZ coilover kit and set the car up slightly lower than the stock ride height, maximising suspension travel and comfort while optimizing the performance that the JRZs offer. StopTech ST60/ST40 brakes at all four corners enhance the stopping power tremendously, with six-piston calipers up front and four-piston calipers in the rear, both sets finished in silver to keep the M5’s modified appearance at a minimum.

    Matt loved the car’s aesthetics, especially its finely crafted, unadulterated exterior however, he needed a wheel that would clear his brakes and be lighter in weight than stock, while still maintaining the M5’s factory appearance. Wanting to mimic the style of the OEM M5 wheel, Matt, along with the crew at ACM, carefully selected the HRE Classic 301 monoblocks. Taking it a step further, he went with HRE’s gorgeous, custom, hand-brushed finish with a darktinted clear coat, tying them in with BMW’s factory chrome shadow finish on the M5’s original wheels.

    This M5’s interior is straight out of a #BMW catalogue with the smooth caramel-coloured hide flowing from the seats onto the extended leather lower dashboard, with just the right amount of wood trim. Nothing is out of place nor unnecessarily added. Under close examination, only an aluminium pedal set and short shift kit can be spotted in here and even at that point the SSK is still capped off by the stock wood knob to maintain the factory look and feel. Matt was highly selective with every modification made to his M5, and held the highest of standards for how this on-going project was executed.

    “While the car is more than 16-years-old, it rivals anything on the road currently,” Matt says and we’d have to agree with him, it is completely relevant in every way to any of the European sports cars of today. The gentleman’s executive saloon is one that does not cry out for attention, but rather discretely delivers to those who know what they’re looking at. Each modification was carefully considered and completed with one goal in mind, which was to make the car perform at its full potential. His car takes everything that was incredible about the E39 M5 and sharpens it to to modern standards, making this one of the most fun cars you will ever drive.

    “Autocouture Motoring installed an #ESS-Tuning-VT1-560 supercharger system along with an Aquamist meth injection kit”

    TECHNICAL DATA FILE Supercharged #BMW-E39 / #BMW-M5 / #BMW-M5-E39 / #BMW-M5-Supercharged / #BMW-M5-Supercharged-E39 / #ESS-VT1 / #ESS / #Vortech-V3 / #Vortech / #Howerton / #BMW-5-Series / #BMW-5-Series-E39 / #BMW-5-Series-M5 / #BMW-5-Series-M5-E39 / #BMW / #ESS-Tuning

    ENGINE AND TRANSMISSION 4.9-litre #V8 #S62B50 / #S62 / #BMW-S62 , Supersprint four-into-one exhaust manifolds, #ESS-VT1-560 #ESS-Supercharger kit with #Vortech-V3 supercharger, #Howerton-Aquamist-HFS-3 system, Dinan performance velocity stacks, #Dinan high-flow performance exhaust, high capacity electric fan, oil separators. Six-speed manual gearbox, #CNS-Racing 10.5 Kevlar clutch and dualmass flywheel, Dinan short shifter kit, 3.62 LSD with three clutch ramps and polished ring and pinion gears

    CHASSIS 8.5x19” (front) and 10.5x19” (rear) #HRE-301 monoblock wheels with 245/35 (front) and 275/30 (rear) Continental tyres, Dinan subframe reinforcement kit, Dinan front tower strut brace, Dinan camber plates and monoball front ball joint kit, #JRZ-Stage-3 suspension system from Dinan, #Beast-Power heavy-duty anti-roll bar brackets, #StopTech-ST60 BBK with six-piston calipers and 355x32mm discs (front) and ST40 BBK with four-piston calipers and 355x32mm discs (rear)

    EXTERIOR Tinted windows, Depo angel eye upgrade kit, front lower bumper grille with aluminium mesh brake ducts

    INTERIOR Black carbon fibre trim, aluminium pedal set, widescreen nav upgrade

    THANKS Autocoulture Motoring (Tom Limatola, Sal Benanti, Matt Petrie and team) for bringing it to the next level, Northeast Motorsports (Mike O’Neill and team) for all their expertise, Motorsports West (Dave Bogert and team) for being the source of my performance BMW “condition”

    Caramel Heritage leather adds a dash of luxury.

    Gorgeous #HRE-301 monoblocks and #StopTech #BBK all-round.
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    LAGUNA E46 M3 Lush UK air-ride Cab

    A schoolboy dream has become reality in the shape of a Laguna Seca E46 M3 Cab, with a few mods for good measure, of course. Words: Elizabeth de Latour Photos: Matt Dear.

    DREAM WEAVER Air-ride E46 M3
    Achieving your dreams, no matter how small and seemingly insignificant they may appear to some people, is an incredible feeling. From dream jobs, to dream weddings and, obviously, dream cars, these items, events and experiences fill us with sheer joy and make our lives better. Whatever your dream may be, achieving it, making it happen is a special moment; for Bally Hanspal this car was that dream and, as you can plainly see, it’s most definitely become a reality.

    “BMWs have been a big part of my life,” begins Bally as we ask him to tell his tale, “with my late grandfather, dad and uncle all owning BMWs through my childhood. It always made me want one and, also, with how amazing they are to drive nothing else can come close to them. For me they really are the ultimate driving machines; despite owning other brands of cars I always seem to have a soft spot for BMWs,” he smiles, and that’s something we wager most of us can relate to.

    Bally has dabbled with VAG in the past, ticking off the wheels, suspension and audio boxes along the way before moving towards the performance end of the modding spectrum, all of which served as perfect preparation for the inevitable purchase of his dream car. “When the E46 M3 was released, back when I was still in school, I promised myself I’d own a Laguna Seca blue one, one day. Many people laughed, but it was a dream I had to make come true,” he says and that steely determination is what made it happen. Bally kicked BMW ownership off with an E46 320Ci Sport, the biggest engine he could insure at the tender age of 20, but it was just a stepping stone until he could get his hands on the full-fat, M-powered 3 Series of his dreams. “I remember the day when I bought the car so clearly,” he smiles, “a friend of mine phoned me up – it was a warm Saturday afternoon – and he phoned me asking if I had found any cars for sale. I mentioned I had seen this one for sale on Autotrader, not too far from me. He said ‘Let’s go down and take a look’ so we headed over and after just walking around the car and checking it over I knew this was the one for me. The condition of the car was tip-top and it was so well-maintained that I would have been kicking myself if I hadn’t bought it.”

    There were, says Bally, no plans to mod the car when he first got it, and he actually thought that was going to leave the car alone but here we are, it’s in a modded BMW mag. It wasn’t long, he says, before he started ordering parts for his M3 and he didn’t mess about. Wheels came first, with a set of CSL 19s chosen and to go with those he picked out a custom set of BC Racing coilovers to deliver the required drop. With the E46 M3’s natural good looks now nicely enhanced, Bally turned his attention to the audio system and fitted an Alpine double-DIN head unit along with a set of MB Quart component speakers front and rear, which made it into the car’s current build state. So too did the amber corner lights, which look great against that bright, bold blue bodywork, and Bally has also fitted a seriously sexy set of K-Sport brakes, with monster eight-pots up front wrapped around 365mm discs and four-pots at the back, and the red calipers really pop against the body and wheels.

    All was going well, but Bally wasn’t in a good place with his suspension. “The BC coilovers were pretty awesome I must say, but with the car not being practical with the way I wanted it the next step was air. After speaking to many people and reading many reviews I went for Air Lift’s 3P setup and I also added Powerflex wishbone and anti-roll bar bushes just to tighten-up that awesome drive.” Now Bally can enjoy all the lows he can eat, so to speak, while still being able to actually drive the car and we like the fact that he’s also done a little bit more than just the bags alone, to allow him to really get the best out that awesome chassis that the E46 M3 is blessed with.

    With air on board, Bally decided it was time to up his wheel game but with so many good-looking wheels available for the car, this was not an easy task. It was helped slightly by the fact that he’d always had his eye on the wheels he’s ended up, that being a set of Schnitzer Type II Racing three-piece splits, and they are gorgeous, the metallic grey centres really suiting the whole colour scheme on the car. Where people often go big on diameter, Bally has stuck to a sensible 18” but he’s gone wide; the fronts are a reasonably large 9.25” but the rears are a monster 11.25” across and they fill the arches to bursting, and with it aired out the fitment is perfection.

    As far as styling is concerned, Bally has had the front bumper smoothed and it’s been enhanced with the addition of a full carbon fibre CSL front splitter, which not only adds a healthy dose of visual drama but also drops the car even further towards the Tarmac. Moving inside, that vibrant interior didn’t start out life this way and the original seats have made way for a striking red ensemble; “I wanted my M3 to stand out from the rest,” he says, “and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look,” he grins and now it all makes sense. But here too there’s more than meets the eye, and where you might, perhaps, expect to see carbon on a car like this you will instead find that all the interior trims have been finished in Alcantara. “The trims are my favourite mod on the car and they were something I had in mind for a while, but it was a big problem getting them done, with so many companies saying they couldn’t do it and that it couldn’t be done. In the end my dad and I, along with my grandmother, did them together,” and the end result is absolutely unique and wonderful with it. Finally, in the boot, you will find the single air tank and Viair compressor that make up the air ride and, a neat touch, is that with the boot lid being de-badged, the air tank now wears the M3 badge instead.

    As far as performance mods are concerned, Bally has so far just added a gorgeous GruppeM carbon intake up front and a de-catted Scorpion exhaust system but it sounds like the next big mod on the to-do list is a supercharger and going by his determination and refusal to give up with any part of the build so far, you can be sure that’s going to happen before too long. There’s no rush though, Bally has no plans to let his dream car go anytime soon; “After now owning the car for two years I’d say it’s an on-going going project that will probably never end,” he chuckles. Bally’s built himself an absolutely beautiful M3, one that’s packed with neat, unique touches that really make it stand out and it’s a car he can truly be proud of. Dreams can come true.

    GruppeM carbon fibre intake the only performance mod, for now…
    Gorgeous 18” AC Schnitzer Type II Racing splits.
    “I wanted my M3 to stand out from the rest and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look”
    Alpine double-DIN head unit and custom Alcantara trims.
    Red Nappa leather looks fantastic against bodywork.
    Custom-mounted Air Lift controller.
    Air install has been kept simple and the air tank now wears the M3 boot badge.

    TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Cabrio / #BMW-M3-Cabrio-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3-E46 / #BMW-3-Series-M3 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E46

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #Scorpion exhaust system with de-cat, GruppeM carbon air intake, six-speed manual gearbox, short-shift kit

    CHASSIS 9.25x18” (front) and 11.25x18” (rear) #AC-Schnitzer-Type-II-Racing three-piece wheels with 215/35 (front) and 245/35 (rear) tyres, #Air-Lift-Performance-3P air suspension, #Powerflex wishbone and anti-roll bar bushes, #K-Sport #BBK with eight-piston calipers and 365mm discs (front) and four-piston calipers and 330mm discs (rear) / #AC-Schnitzer-Type-II / #AC-Schnitzer / #Air-Lift-Performance

    EXTERIOR #Laguna-Seca-Blue , smoothed front bumper, amber corner lights, gloss black front and side grilles, carbon fibre full CSL front splitter, CCFL angel eyes

    INTERIOR Red Nappa leather seats and door cards, Alcantara-trimmed dash, door grab handles and centre console, #Alpine double-DIN head unit, #MB-Quart components front and rear

    THANKS A massive thank-you to my family for the support and help putting it all together, Adam and Dav down at Autobahn for the fitting of many parts, Ryan at Ryandetails for the amazing job on the detailing of the paintwork
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    Safety First 650hp supercharged E90 M3.

    Safety cars are always in front – they have to be, they’re there to back the pack up. But in the case of this raucous tribute, it’s in front because nobody else can keep up… Words: Daniel Bevis. Photos: Speedyshots.

    THUNDERSTRUCK 650hp #G-Power supercharged E90 M3

    Safety cars, or pace cars, have always been a little bit naughty. This makes perfect sense, as they need to be inherently fast and capable machines if they’re going to have any hope of taming a pack of wild racing machines. Sending a farty old Lada out into a field of DTM tearaways would be the very antithesis of ‘safety’.
    On the face of it, they’re a necessary evil in motorsport; they break up the action, they slow things down. They’re sent out to haul up the pack when there’s debris to be cleared up or a surprise monsoon has suddenly presented itself, and there’s a natural perceptual bias against them in the eyes of the fans in that, no matter how fast or formidable they may be, they are – by virtue of why they exist – the slowest things on the track.

    This, of course, is all rather unfair on the poor beleaguered safety car. But fear not – there’s a groundswell subculture that celebrates these often-iconic creations, championing them for their mighty performance as much as the vital role they play in keeping motorsport ticking. This kind of thing’s been going on since the first appearance of a safety car in the Indianapolis 500 in 1911, while the first example in Formula One – a Porsche 914 – appeared in 1973. Classic NASCAR pace cars have taken on a life of their own as collectors’ items, and arguably the most popular safety cars of recent times are the BMWs used in MotoGP. 2016’s weapon of choice was the shiny new M2, and the series has variously used the M5, M6, X6 M and numerous others; each one has offered aggression in spades and, as you’d expect from an M car, blistering performance. All you need to keep a bunch of wildheart racing drivers safe!

    This E90, then, is a tribute to BMW’s keenness to push the envelope of safety car desirability: a four-door missile, caricaturised in all the right places to create something that’s frankly rather quicker and scarier than quite a lot of race cars – or, indeed, race bikes. This project is the brainchild of Karl Jungmayer, who regular readers will remember as the mastermind behind our January 2017 cover car – a 1 Series with a V10 violently shoved into it. The third Karl in line within a #BMW garage in the sleepy enclave of Geiselhöring, southwest Germany (his grandfather, Karl, set it up; he passed it down to his son, Karl, and it then transferred to the incumbent Karl), he spends his days doing unseemly and frankly unhinged things to powerful cars with Bavarian propeller badges. And as bases for project cars go, you can’t really miss the target if you’re starting off with an E90 M3… You’ve got 420hp right out of the box, a sublime chassis and more ingrained passion than you could possibly know what to do with.

    Unless you’re someone like Karl, that is. He knows exactly what to do with it. Refract it through a filter of insanity, collect the ensuing scattered beams of light, compress them into a diamond of pure retribution, and throw it full in the face of the tuning scene. “BMW is my life, my family, my hobby, that’s why they’re so special to me,” he says. “I’ve owned a lot of them, and they’ve all had modifications. And for this project? Well, I’m a big fan of the MotoGP, and I’m also a big fan of the E90 M3, so it made sense to combine the two.” There you are, that’s about as complicated as it needs to be. “It’s effectively my interpretation of a MotoGP safety car, with more power and bigger wheels!,” he grins.

    That, we reckon, is the best kind of safety car, so let’s look at that power issue first. You see, while the formidable S65 4.0-litre V8 would be mighty enough for many, Karl merely saw this as a starting block, and got on the blower to G-Power to chew over the perennial carnival affair of forced induction. The result was the acquisition and subsequent modification of an SK II CS supercharger kit, a Stage 2 setup that requires its own chargecooler system as well as, of course, plonking a hilarious mass of orange mischief right there on top of the engine like some kind of malevolent jellyfish. characteristics of BMW’s own work, rather than to radically alter and transmogrify, offering (on paper, at least) a broadly similar feel to a standard car, but amplified by several orders of magnitude.

    This, however, wasn’t enough for Karl. Too much is never enough. So you’ll also find another mischievous embodiment of modern high-octane lunacy under that freshly-stickered bonnet, in the form of a Snow Performance water/methanol injection kit. The science of this is to reduce inlet temperatures by up to a 100ºC, markedly increase fuel efficiency, eliminate detonation, and ultimately increase peak power by around 20%. Which is all good fun. It basically achieves this by squirting a finely atomised mist of water/methanol mix into the combustion chambers at just the right time in the fuelling cycle for tiny rabbits to be pulled out of hats and all manner of fi reworks to go off. So how does 650hp grab you? By the lapels, that’s how, and it shakes you around all over the place like a damn ragdoll. Just look what it’s doing to Karl’s rear tyres, for goodness’ sake.

    You’ll be pleased to note that all of this effervescent combustion tomfoolery is being channelled through a manual gearbox – six on the floor, maximum attack – and the interior has come in for a racy makeover. “It’s got the BMW M Performance seats, pedals and steering wheel,” Karl points out, “and there’s also a Wiechers rollcage, which has been colour-matched in Alpine White.” The insides are neatly fused with the exterior aesthetic, and what an exterior it is; the E90’s lines are naturally brutalist, masterfully combining four-door sensibleness with the sort of cartoonish proportions that make it look like a bodypumped bouncer in a slightly-too-small suit, and Karl’s taken all of this to the next level with an authentic-looking set of MotoGP Safety Car decals. It is, for all intents and purposes, the real deal. Well, the real deal plus 50% or so, really. And it does make for a hilariously imposing presence on the road – think about it: if you’re dressing up a project car in a tribute livery, it is – for fairly obvious reasons – unlawful to mimic the look of a police car or, say, an ambulance. But a motorsport safety car? Sure, that’s pretty much fair game. And no-one will be suspecting the utterly, unspeakably vast quantities of extra horsepower that this canny tuner has shoved into it. At least, not until the lights turn green.

    “The car is so powerful,” he muses, thoughtfully, “I like this car.” Coming from a man with a V10-powered 1 Series in his stable, alongside heavily tweaked F11s, E46s, E61s and a whole lot more, this is a stirring (if modestly stated) sentiment. “It does need more power though,” he adds, decisively. “And more boost.”

    But of course. We couldn’t expect anything less from a man like Karl. Just remember – however nuts this car becomes, it’s a safety car, it’s there for your protection. If you see him up ahead of you, you’d better not attempt an overtake – although the reasons for that on the road may be very different to those on the race track…

    “As bases for project cars go, you can’t really miss the target if you’re starting off with an E90 M3”

    “BMW is my life, my family, my hobby, that’s why they’re so special to me”

    DATA FILE #Supercharged / #BMW-E90 / #BMW-M3 / #BMW-M3-E90 / #BMW-M3-Supercharged / #BMW-M3-Supercharged-E90 / #BMW-3-Series / #BMW-3-Series-E90 / #S65-Supercharged / #G-Power / #Breyton-GTS / #Breyton-Race / #BMW-3-Series-M3-E90 / #BMW-3-Series-M3

    ENGINE AND TRANSMISSION 4.0-litre #V8 #S65B40 / #S65 / #BMW-S65 , modified #G-Power-SK-II-CS supercharger kit with #Snow-Performance water/ #methanol-injection , custom home-made exhaust system. Six-speed manual gearbox

    POWER and torque 650hp, 485lb ft

    CHASSIS 8.5x20” (front) and 10x20” (rear) #Breyton-GTS-Race wheels, 15mm spacers, 245/30 (front) and 295/25 (rear) Continental ContiSportContact 5P tyres, #Brembo eightpot #BBK (front), stock E90 M3 brakes (rear)

    EXTERIOR M3 CRT front spoiler with carbon fibre flaps, carbon fibre rear spoiler and diffuser, E90 LCI taillights, Safety Car livery

    INTERIOR #BMW-Performance seats, pedals and steering wheel, #Wiechers rollcage
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    What goes around comes around, so they say, and Nickel Mohammed’s ever-evolving M3 comes around more than most - it’s always changing and we had to catch it quick before it changed again… Words: Daniel Bevis Photos: #C3Photography .

    BOLT FROM THE BLUE Turbo wide-body E46 M3 Cab

    The old saying that ‘lightning doesn’t strike twice’ is a load of toffee. It’s not just possible that lightning will strike the same part of the Earth more than once, it’s basically inevitable; whether it happens within a five-minute span or twenty million years apart, every square inch of the planet gets it full in the face at some point, and then again, and again. And so it is with a certain sense of inevitability that, in the same vein, feature cars can also strike twice. Regular readers may be squinting at this boisterous E46, trying to figure out where you’ve seen it before… and to answer that niggling query, you recognise it from the cover of our January 2014 issue. But fear not, it’s really quite different now to how it was then. You don’t just walk into a Performance #BMW feature you know, these things have to be earned on merit. And Nickel Mohammed’s shouty M3 has earned another spot here thanks to its constant evolution and mould-breaking styles.

    So how’s it different now? Well, for one thing it’s significantly less powerful. No, wait, come back! This is a good thing – you see, last time we saw the car, its turbocharged S54 was running 800hp, but Nickel’s since detuned this to a rather more manageable 630hp (which is still frickin’ loads), as the car is developing in line with his driving style, as well as to suit the chilly climes of New York City. There’s no point boasting a flag-waving horsepower figure if all of those rampaging ponies are uselessly spinning themselves away at every corner, is there? Definitely far better to have a robust stable of usable nags.

    But let’s not get ahead of ourselves. We’ll begin at the beginning, shall we? “I purchased this car brand new, and back then you had to be put on a waiting list,” he recalls. “I signed myself up, and six months later the car was shipped… the wrong car in the wrong colour! I wanted a silver convertible, and they delivered a black coupé. But determination is a damn thing – I said to them OK, put me back on the list, I’ll wait.” And when the desired drop-top did eventually arrive, was Nickel keen to start tearing into the thing according to some grand overarching modification plan? “To be honest, no,” he shrugs. “Not at all in fact, I reckoned I’d keep it stock. The thing was expensive! And I was still young, I couldn’t afford all that stuff. Although I did try – 20” rims and so on, all those terrible choices I made!” Ah, the impetuousness of youth. Inevitably the M3 was going to end up modified, it was all part of cosmic destiny. It just took a little time for the car to find its way.

    “I’ve built it up and changed it so many times in different directions, the timetable’s kind of all over the place,” he says, when we try to pin down the chronology. “I knew that the mechanical stuff had to be done first, and that started with the engine back in 2011…”

    This was no half-hearted undertaking, with Nickel throwing every one of his chips on the table to get the car ideologically transformed by the lunatics at #HorsepowerFreaks . Their revered Stage 3 turbo conversion brought the howling S54’s peak power up to a stupendous 800hp. These bolt-on kits require no cutting, wiring or welding, and are designed for durability as well as awesome power. But what else would you expect for $30,000+?

    Don’t go thinking ‘bolt-on’ means ‘simple’ though. Engineering a car to run these sorts of numbers is a thoroughly in-depth task – hence the cost – and it took HorsepowerFreaks around a year to build up, test and refine Nickel’s motor. But that fastidiousness of engineering has paid off, as the built motor has held up strongly since. “I drive cars hard, I drive them till they break,” he laughs, “but the only thing I’ve wanted to change on the engine in all this time is adding the AEM Infinity ECU - that thing is superb, a learning computer; I mean, big-ups to those techs that take the time to build these things that adapt to your driving!”

    This attention to cleverness carries on beyond the engine and into the chassis. The suspension offers up an intelligent middle ground between coilovers and air-ride, comprising #KW Variant 3 coilovers with their cunning Hydraulic Lift System, which offers instant ground clearance at the touch of a button. “I wanted to run the car low enough to drive the city streets of NYC - which are terrible - but still be able to raise the front of the car to clear driveways and speed bumps,” Nickel explains. “In all honesty I feel KWs are the best thing made for this car when it comes to suspension.” The last time this car appeared in these pages it was running full air-ride, so you know this is a considered opinion.

    The wheels come from famously pricey custom house, Luxury Abstract. “I’ve had so many wheels before, but these Grassor- Rs were just built for this car,” he grins. “The NeoChrome finish is a neat effect, tying into the Lamborghini pearl paint, and the width and depth really accentuate the body structure.” And you can’t really miss that body, can you? The wide arches are custom hand-fabricated in steel, 1.5” wider at the front and 2.5” out back, thanks to the craftsmanship of Martino Auto Concepts in Long Island. The extra girth is augmented by a V-CSL front bumper and carbon-fibre ducktail boot lid from Vorsteiner, further enhanced by the addition of a Brooks Motorsport Elite carbon wing, along with a set of carbon-fibre side skirts.

    The interior has also been comprehensively re-worked since we last saw the car. Inside, you’ll find a pair of fully reclining Manhart #BMW Performance race seats, important for Nickel as, in his own words, he’s sucker cruising with the seat back and the music up, which brings us neatly to that impressive audio install. “I always wanted an empty trunk to carry bags in, so I removed the existing music and had my electronics sponsor build me a system that would not only look superb, but sound phenomenal and not take up any trunk space. I had my rear seats taken out and my racing harness looks like it’s actually going into my audio system. That was an idea I came up with because I didn’t want to fit a roll cage to the rear of the car as it wouldn’t look as clean and it would be too bulky.

    “There are a lot of stylistic paths you can follow, it takes a lot of time and due diligence,” Nickel reasons. “You have to research, figure out what has been done and what you can do to make it your own. That’s the key to building a car, how do you make it your own; how does it reflect your personality? That has to come from within.

    You have to choose, but that’s why you go on the Internet and talk to your friends and family, and even your techs and people that work on your cars and filter information to help you make your choices. I must have a form: function car. Can’t have a monster in the closet and not be able to let it out because you’re scared that it may attack you! Cars are meant to be driven, and yes they break - you fix it and do it again.”

    Admirable sentiment, and it really helps to illustrate the power behind the build. Yes, this car’s an internet-breaker, but Nickel hasn’t just been ticking boxes on the scenester checklist. The fact that it’s such a personal thing is also key to why he changes the spec so frequently. He’s been cherry picking parts from the aftermarket for a decade now, as well as commissioning his own, and Nickel’s not showing any signs of stopping yet – as long as there’s air in his lungs, this M3 will keep evolving.

    “You’re never done with a project, not ever,” he says. “There will always be new technology, things that you’ve seen and never got a chance to do.” We ask what his favourite part of the car is right now, and he laughs. “Man, there’s not one part of it that I like more than another, because from the top to the bottom it’s my personality, you know? I love it all. And the key to having a dope build is being able to get in and just have a drive. That’s what it was made for. It’s tuned for cruising NYC.” Damn straight. Nickel’s currently working on his E30 M Tech II Convertible, but we all know that the E46 is his baby. It’s been his from new, through thick and thin, and it’s not going anywhere. Lightning will keep on striking.

    DATA FILE Turbo #Wide-Body / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Wide-Body-E46 / #BMW-M3-Wide-Body / #BMW-M3-HPF-E46 / #BMW-M3-HPF / #AEM / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-M3-tuned-E46 / #BMW-M3-tuned

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #HorsepowerFreaks ( HPF ) #HPF-Stage-3-turbo-kit , #HPF-titanium-exhaust-system , #AEM-Infinity-ECU , #HPF carbon-fibre intake ducts, HPF methanol injection, #Rogue-Engineering oil filler ca. Six-speed manual gearbox, E31 850i clutch components with #HPF-Feramic-Stage-3-clutch , #OS-Giken-Super Lock Spec-S LSD, #UUC-Motorwerks engine and transmission mounts

    CHASSIS 11x19” (front) and 13.5x19” (rear) #Luxury-Abstract-Grassor-R wheels with 245/35 (f) and 305/30 (r) tyres, #KW-Variant-3 coilovers with #Hydraulic-Lift-System, #HPF-330-subframe reinforcement plates, #HPF carbon fibre strut braces, HPF under braces, #Powerflex race subframe bushes and trailing arm bushes #StopTech #BBK with six-pot calipers and 380mm discs (front), four-pot calipers with 355mm discs (rear)

    EXTERIOR Custom steel wide-body, Lamborghini #Blu-Cepheus-paint (three-stage pearl), #Vorsteiner-V-CSL front bumper and ducktail boot lid, #Vorsteiner-GTS3 carbon-fibre side skirts, custom E30 M3 bonnet hinges, OEM BMW hardtop, custom dual-xenon headlights, #Brooks-Motorsport Elite carbon-fibre rear wing with #NeoChrome brackets

    INTERIOR Manhart #BMW-Performance race seats, #Schroth harnesses, AEM fuel pressure and 100psi oil pressure gauges, rearview mirror gauge interaction, Kenwood 6.95 double-DIN DDX9902S head unit, JL Audio Monoblock HD1200/1, JL 4-channel amp, JL Evolution C3, JL 12” subwoofer, custom audio box with moulded plexi and LED lighting trimmed in OEM BMW leather, Rydeen reversing camera

    THANKS #Motorcepts (Master Tech), Intrack Tyres, #S&R-Paint , #NeoChrome , #Luxury-Abstract
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    SPACE INVADER 900hp #BMW-E91 / #BMW-335i-Touring / #BMW-335i-Touring-E91 / #BMW-335i-E91 / #BMW-335i-Touring-900bhp / #BMW-335i-Touring-E91-900bhp

    With 900hp from an #N54 with stock internals, this E91 Touring is really reaching for the final frontier. Words: Elizabeth de Latour. Photos: RonV Photography.

    The king of fast estates has traditionally always been Audi; its automotive back catalogue is filled with examples of big power load-luggers, from the legendary RS2 Avant, mental original RS4 and equally mental RS6s, though BMW has also had a go, with the E34 M5 Touring and E61 M5 Touring. These days, though, its given up on M estates, so the fastest way to transport dogs, children and sofas, possibly all at the same time, is in something with a turbocharged straight-six under the bonnet. For example, the F31 335d xDrive will hit 0-62 in 4.9 seconds, at which point you have to ask yourself: how fast do you really need to go?

    Well, if your name is Marco van Weerd, then the answer is much, much faster than that. Marco’s steed of choice is an E91 335i M Sport Touring, a fine car powered by a fine engine and plenty quick in just about any given situation but, as we all know, the twin-turbo N54 has so much more to give… Marco bought the car three years ago, completely stock, but, with a couple of modified Japanese cars in his motoring past, it was never going to stay that way for long. “From the moment I bought the car, I began modifying it right away, starting with some standard upgrades like a JB4, downpipes, intercooler etc” but that was never going to satisfy his thirst for modifying and his hunger for power. You see, Marco wasn’t interested in owning just a quick car, he wanted to push the limits of the #N54 as far as he could and that’s exactly what he’s done, taking the 3.0-litre straight-six to a staggering 900hp. It takes just a quick glance into this E91’s engine bay to see how he’s done that: with an absolutely gigantic turbo strapped to the side of the engine but, what’s a little scary, is the fact that Marco has left the engine’s internals completely stock…

    “I wanted to try and break the 1000 flywheel hp mark on a stock N54 because I want to be the one to set that record,” he grins, and he’s tantalisingly close. The key to that stratospheric power output is threefold, a combination of: massive turbo, fuelling mods and the right fuel. The pictures show a Comp 6465 but that wasn’t powerful enough for Marco, so since the shoot that has been swapped for a Precision 6466 turbo running at a heady 2.5bar, with twin Tial MVS wastegates leading to a pair of screamer pipes located under the car, with that torrent of turbocharged air being passed through a 190.5mm stepped intercooler from VR Speed Factory and into an Evolution of Speed intake manifold with six Bosch injectors. These are fed by an uprated fuel system running a Fuel-It Stage 3 kit consisting of twin Walbro 450 low-pressure fuel pumps plus upgraded fuel lines with a Bluetooth-enabled ethanol content analyser, necessary because the car has been set up by JB4 Tuning Benelux to run on E60, a heady mix of ethanol and 102 octane fuel. Further enhancements include cooler NGK 5992 spark plugs and a custom exhaust, consisting of a 3.5” downpipe leading to twin 2.5” pipes with twin electronically controlled cut-outs located before the rear silencer, and finished off with twin 102mm carbon exhaust tips.

    You might be concerned that running that much boost through such a massive turbo means the engine is only heading in one, inevitable direction, but you needn’t worry as a forged engine is on the cards, at which point Marco’s power goal will change from 1000hp at the crank to 1000whp… When that happens, there will be a lot of transmission work going on because, at the moment, everything here, much like everything within the engine, is completely standard and that simply won’t do when the next stage of the project gets underway. In fact, only the standard brakes have been deemed unfit for purpose and have received a seriously substantial upgrade in the shape of a D2 Racing front and rear BBK, comprising 380mm discs with eight-piston calipers and 356mm discs with four-piston calipers respectively.

    You might be expecting to find some sort of serious static suspension setup leaning far towards the performance end of the spectrum, but one glance at the photos will tell you that you’d be wrong. Marco has opted for a spot of air-ride, with an Air Lift Performance 3H kit handling the suspension duties and delivering some devastating lows when fully aired out, bringing this E91 to within a whisker of the Tarmac, the nifty controller mounted simply, just ahead of the gear lever inside the car. The interior itself has been left virtually standard, bar the addition of the M Performance gear selector and carbon roundel on the steering wheel, which has also been treated to an alcantara trim panel. What Marco has done is add some serious tech to help him keep an eye on what going on under the bonnet, with a Samsung tablet running the JB4 mobile app and displaying OBD controls and tuning plus a phone equipped with the Fuel-It app, displaying fuel temperature and ethanol content, with both pieces of tech connected to the car via Bluetooth.

    While the engine and interior may have been left standard, the exterior has not and here Marco has taken the opportunity to put his personal stamp on the car and really make it stand out. “In my company I have my own car lift where I can work on the car whenever I want,” he says. “I tried to build the car all to my own taste and wanted to use custom parts you cannot buy everywhere,” which is why this E91 looks so distinctive. Up front, and giving this prefacelift E91 a fresh and fierce look, he’s fitted a custom 1M front bumper specially made to go with the facelift bonnet (complete with carbon roundel) and headlights he’s also fitted, and the bumper has been further enhanced with the addition of a custom carbon front lip with custom carbon winglets at the corners. There are matt black mirrors and the side skirts have been embellished with custom carbon extension lips while at the rear you’ll find a custom carbon diffuser and custom carbon fi ns at the edges of the bumper, with all-red rear lights adding the finishing touch. Marco’s custom approach to styling and inherent perfectionism and attention to detail extends to the engine bay, which has also been adorned with a selection of custom carbon parts along with a custom carbon strut brace. The wheels too are, naturally, completely custom items produced to Marco’s exact specifications, 8.5x20” up front and 10x20” at the rear, a striking twin seven-spoke design finished in Sepang bronze. You might think that would be an odd choice to go with such an extensively black exterior, but they really work and just add something to the overall look of the car and the size is perfect too. The extensive use of carbon fibre, the aggressive styling and the sheer blackness of the thing all combine to make this one of the most ferocious-looking E91s we’ve ever crossed paths with. It’s just so mean and intimidating, an utterly ruthless-looking machine and one that has more than enough bite to back up its substantial bark.

    For most people, a 900hp E91 Touring would be their final goal, but Marco’s just getting warmed up and there’s a lot more to come. “I want to make a custom wide-body kit for the car,” says Marco, running through his future plans for the Touring, “another set of custom wheels, wider this time, at least 10s up front and 12s at the rear, and I’ll also build the forged engine I want so I can hit 1000whp and that will also need an upgraded gearbox, axles and diff.” Judging by what he’s accomplished so far and his dedication and determination to extract as much power as physically possible from the N54, we don’t doubt he’ll achieve his goals and the end result is going to be something truly out of this world…

    TECHNICAL DATA FILE #Single-Turbo E91 335i / #BMW-3-Series-Touring / #N54-PTE6466 / #BMW-3-Series-Touring-E91 / #BMW-3-Series / #BMW-3-Series-E91 / #BMW-E91 /

    ENGINE AND TRANSMISSION 3.0-litre straight-six #N54B30 / #N54 / #BMW-N54 / #N54B30-tuned / #N54-swapp , #PTE-6466 1.0 A/r T4 turbo ( #Comp-6465 turbo shown in pictures), twin #Tial-MVS wastegates with twin screamer pipes, custom intake piping, #VR-Speed-Factory 190.5mm stepped intercooler, Evolution of Speed intake manifold with six #Bosch injectors, #Fuel-It-Stage-3 kit with twin Walbro 450 low pressure fuel pumps, upgraded fuel lines, in-line Bluetooth-enabled ethanol content reader, #NGK 5992 spark plugs, custom exhaust with 3.5’’ downpipe to twin 2.5’’ piping, twin electronic cut-outs, twin carbon 102mm exhaust tips, custom carbon engine parts. Standard #ZF6HP six-speed automatic gearbox with steering wheel-mounted paddles

    POWER 900hp

    CHASSIS 8.5x20” (front) and 10x20” (rear) custom wheels finished in #Sepang-bronze with 225/30 (front) and 265/25 (rear) Hankook Evo S1 tyres, #Air-Lift-Performance-3H #Air-ride system, custom carbon fibre strut brace, #D2-Racing #BBK with eight-pot calipers and 380mm floating discs (front) and four-pot calipers and 356mm discs (rear)

    EXTERIOR LCI bonnet, LCI headlights, custom 1M front bumper, custom carbon front lip with custom carbon tips, carbon roundels, matt black mirrors, custom carbon side skirt extensions, custom carbon rear diffuser, custom carbon fi ns, all-red rear lights

    INTERIOR #M-Performance gear selector, carbon steering wheel roundel, alcantara steering wheel trim panel, Samsung tablet running JB4 mobile app, phone running Fuel-It app, 3H controller, single air tank in boot

    THANKS Andreas Bäckström at PPF Racing, JB4 Tuning Benelux, custom parts by Ventura Motorsports USA, Ritchino Lippelt at MALS, carbon parts by Wheelclinic Lightweight Performance, Mike Kluinhaar at Kluinhaar Bandenservice & Design, Tim Maatman for the welding, N-XTC.com/Chemical Guys for the Quartz Coat paint protection, High Quality Detailing, Tiago Vieira at VR Speed Factory
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    HIDDEN STRENGTH

    With its subtle looks, this 135i can slip under the radar, which is handy as it’s got 460whp on tap. This 135i might look fairly ordinary but appearances can be deceptive and there’s a lot more going on here than meets the eye… Words and photos: Chris Nicholls.

    Disappointment is sometimes a powerful motivator. Sports teams that lose the championship one year have been known to turn that negative feeling into a springboard that pushes them to win it the next. So it was with Pete Agas and his 135i.

    Initially, he wanted a 1M Coupé, but only 200 came to Australia and he missed out on the allocation. He didn’t let that get him down, though. Instead, he purchased an E82 135i and used the leftover funds to change almost every mechanical component to make it much faster than a stock 1M ever was.

    The story begins back in late 2012, when he first purchased this Alpine white example fresh from the dealer. Having been inspired to tune cars ever since his youth (when watching Stephen Spielberg’s debut feature – Duel – made him think about tuning cars so he could outrun a psychotic truck driver), Pete wasn’t going to leave it untouched for long, and after posting a few pictures of it in its factory state on his online build thread (complete with the caption: ‘stock… yuck’), he started to modify it to suit his tastes.

    As for those tastes? “I build, tune and customise my vehicles for performance over appearance,” he says, and as you can see, the finished car reflects that. APEX ARC-8 wheels, StopTech BBK, #Hartge silencer and M Performance carbon bits aside, there is no indication from the outside that this machine puts out 460whp at low boost and pounds around race tracks with ease. Even looking under the bonnet yields nothing to the casual observer, and unless they were looking hard, enthusiasts would only spot the AFE Magnum Force Stage 2 intake and M Performance Power Kit 2 as well. Almost everything that means anything is hidden on this build, and that’s the way Pete likes it, especially as it makes it that much easier to goad other, supposedly faster, cars into a little challenge. “I frequently drive around the South Yarra area in Victoria where there are plenty of beautiful Porsches. I may have completely decimated a couple of them in a quick squirt contest…” he says with a grin.

    Of course, his E82 didn’t become this fast overnight. Indeed, having missed out on a 1M, he initially wanted just to match that car’s handling, with pure grunt not really on the radar. And even then, for the first year, Pete only drove it around with limited mods. An M Performance exhaust and exterior bits and some Rays G25 wheels upped the game from stock, but they were hardly going to help Pete reach even his initial goal. That’s why, after that 12 months, he started amassing E9x M3 suspension parts in bulk, along with other bits and pieces, so he could be ready for the next stage.

    Those E9x parts included sway bars, control arms, bushings, camber link kit and strut tower brace, to which he added Swift springs. Having basically matched the 1M’s key suspension elements, Pete then moved onto the brakes, with M Performance discs, Cool Carbon brake pads and Hard Braking front titanium shims. For a little extra grunt, he added the aforementioned Power Kit 2 and controlled it via a Quaife 3.08 helical LSD in a VAC finned, clear anodised cover. A Burger Motorsports clutch delay valve and clutch stop helped in the driveline department as well. Finally, a few extra M Performance exterior and interior parts helped round it off. Until the most recent major upgrades, the diff was actually Pete’s favourite component as it improved traction no end. “The LSD just puts the power down without the e-Diff having a field day. It was easily the most notable change when driving the car back home from the workshop for the first time.” The fact the Quaife diff works with the stock traction control is a bonus, too, even if Pete doesn’t need it in the dry.


    Now, you might think at this stage, having reached his initial goal, Pete would be satisfied and call it a day. After all, he had already created a very quick, but still very usable road car. However, the fact you see this rather faster beast before you shows he wasn’t done. What prompted him to go further were two new discoveries. Firstly, having gone this far into the BMW tuning world, he’d found a “huge amount of aftermarket potential within the BMW brand”, as well as a highly supportive and knowledgeable community to go with it.

    Secondly, having built a track-oriented car, Pete was hardly likely to keep it purely on the road, and a visit to Phillip Island one day proved rather comprehensively that while strong, his build wasn’t perfect.

    “I quickly discovered the platform needed brakes and cooling,” Pete tells us. “I also learned very quickly of the possibility of a spun rod bearing when pushing wet-sumped platforms on the track, so I quickly picked up an oil pan baffle to prevent this from happening to me.”


    Having discovered these weaknesses, Pete also bolted on an oil cooler and decided that even the upgraded brakes he had weren’t going to cut it. So, as part of the final stage of mods, he purchased a StopTech BBK, with ST60 six-pot calipers on the front and ST40 four pots on the rears, matched with StopTech’s own Street Performance pads.

    These clamp down on with Trophy Sport two-piece slotted discs to provide a significant upgrade in braking ability. Indeed, these are now Pete’s new favourite parts. “The new brakes not only look great, but they have an amazing pedal feel, are completely modular and replaceable and have a huge range of available pads.”

    That they sit this high in his estimation is a big endorsement, given the rest of the upgrades he fitted at this stage. In the engine bay, he installed a Pure N55 Stage 2 turbo, an AR Design downpipe, Maddad midpipes and the aforementioned Hartge silencer on the hot side. He also fitted the previously mentioned AFE Magnum Force Stage 2 intake, an ETS five-inch intercooler and lower charge pipe, an Evolution Raceworks black anodised chargepipe and GFB N55 diverter valve upgrade on the cool side. Unsurprisingly, given the company’s reputation, a Dinan Stage 3 135iS tune controls the lot.

    To further enhance the car’s abilities on the track, Pete also added Dinan Racing adjustable rear toe arms, Dinan front control arm bushings, Turner Motorsport solid aluminium rear subframe bushings and Ohlins Road and Track dampers. Finally, some sticky Hankook RS-3s on those handsome APEX ARC-8 wheels put all the power to the ground.


    The results are quite startling. Given the sticky rubber and LSD, you’d think traction wouldn’t be a problem, but with TC off, Pete was able to spin up the wheels well into third gear on our short spot-shoot drive. “This is with the turbo at 15psi, remember,” Pete reminds us. “It’s capable of 27 or even 30psi. Frankly, I think it’d be undriveable on the street like that. I would need drag slicks or something.”

    He’s probably right. The biggest impact, though, came from the fact that the power just kept on coming. Starting from around 3000rpm, it genuinely didn’t stop until very close to the redline. Owners of modern, well-tuned turbo cars will no doubt be nodding along to this in recognition, but for those who haven’t experienced such a longlasting rush, it’s quite the memorable event.

    Thankfully, all of Pete’s suspension changes keep the car a lot more pinned to the ground, even if traction is a bit of an issue. It’s firm, no doubt, but even the harsh, sharp-edged bumps on Melbourne’s often lumpen roads didn’t jar particularly. It’s a testament to both the quality of the parts and Pete’s careful selections. “I like to think with the right amount of planning and research, most, if not all risks [when building a car] can be mitigated,” he says knowingly. “I checked, re-checked and triple-checked the parts that were chosen for the car and I paid very close attention to their fitment and quality before proceeding with the purchase. That research, coupled with the highly talented team over at SouthernBM (his chosen workshop), made the process easy.”

    So, having now built a sleeper that can not just match a 1M but surpass it in every measure (bar width), is Pete satisfied? Is he done? Of course he isn’t. Soon after the shoot, he fitted some Kerscher 1Mstyle front wings and eventually, plans to turn it into a roadregistered track car, complete with rear seat delete, half-cage, Recaro Pole Positions, lithiumion battery, Evolution of Speed N55 manifold, E85 tune and carbon bonnet.

    This would leave him without a daily driver, though, so what gives? Well, on 14 October last year, Pete watched the livestream as #BMW introduced the M2, and soon after, strode into his local dealership and ordered a manual one in Long Beach blue. We guess he never did get over the disappointment of the 1M after all…

    StopTech ST60 front BBK boasts 355mm discs and six-pot calipers, necessary when you’ve got 460whp to play with.


    DATA FILE #BMW-E82 / #BMW-135i / #BMW-135i-E82 / #BMW-1-Series / #BMW-1-Series-E82 /
    ENGINE 3.0-litre straight-six turbo #N55B30 / #N55 / #BMW-N55 , #M-Performance-Power-Kit-2 , #Pure-Stage-2 N55-turbo, Pure N55 inlet pipe, Evolution Racewerks N55 Type III Hard Anodised Black charge pipe, #AFE Magnum Force Stage 2 N55 intake, ETX 5” FMIC with lower chargepipe, GFB N55 diverter valve upgrade, #AR-Design N55 catted downpipe with ceramic coating, Maddad midpipes, Hartge quad-exhaust outlet silencer, 42 Draft Designs O2 sensor spacer, Dinan High Capacity oil cooler, Burger Motorsports oil catch can, JB4 ISO 5.9 with flex fuel wires - Map 6, Dimple Magnetic sump plug, Walbro 455 E85 Low Pressure Fuel Pump, Dinan Stage 3 Performance Engine Software map, VAC Motorsports N54 oil pan baffle

    TRANSMISSION Standard six-speed manual transmission, Burger Motorsports modified clutch valve, Burger Motorsports Short Throw clutch stop, Quaife 3.08 helical LSD, VAC Motorsports finned differential cover (clear anodised), Dimple Magnetic transmission plug (x2), Turner Motorsport Delrin differential bushings, E46 M3 transmission bushings

    CHASSIS 8.5x18” ET45 (front) and 9.5x18” ET62 (rear) #APEX-ARC-8-Hyper-Black wheels with 235/40 (front) and 265/35 (rear) Hankook Ventus RS-3 tyres, #Apex / #Apex-ARC-8 wheel stud conversion kit, #Project-Kics open-ended lug nuts, BMW E9x M3 strut tower brace, E92 M3 front and rear sway bars, E92 front upper and lower control arms, E92 rear upper control arms, E9x M3 rear lower camber link kit, Ohlins Road and Track dampers with E82 135i 7” 60Nm/MM Swift Springs (front) and E82 1M 9” 120Nm/MM Swift Springs (rear), Swift Thrust Sheets, Ohlins rear damper adjuster extenders, #Vorschlag camber plates, #Dinan-Racing adjustable rear toe arms, #Dinan Monoball front control arm bushings, #Turner-Motorsport aluminium subframe bushings, #StopTech ST60 #BBK with 355x32mm slotted, zinc-coated discs and StopTech Trophy Sport Aerohat hats (front) and #StopTech-ST40-BBK with 345x28mm slotted, zinc-coated discs and Trophy Sport Aerohat hats (rear), StopTech Street Performance pads, StopTech braided brake lines, calipers painted silver

    EXTERIOR M Performance front grille in black, M Performance carbon rear lip spoiler, BMW Blackline LCI taillights, 1M mirror conversion, Hartge dual outlet exhaust diffuser PU-RIM in gloss black, Carbon roundel decals, Philips Silver Vision indicator globes, T10 W5W Amber Chrome side indicator globes, Lux H8 V4 LED angel eyes, Final Inspection Rejuvenation Detail and Full Metal Jacket


    INTERIOR M Performance aluminium pedals, M Performance Alcantara steering wheel with yellow stripe, M Performance gear knob and Alcantara shift boot, M Performance handbrake handle and Alcantara boot, M Performance interior in carbon, M Performance illuminated door sills, Alcantara binnacle cover, JB4 Bluetooth module with Android integration, Precision LED E82 LED interior package, 35 per cent window tint

    THANKS Harold at HP Autosport, Andrew Brien and the crew at SouthernBM
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    THE RIGHT STUFF
    Some cars have it, some cars don’t – but this 625hp supercharged E92 M3 most definitely has a whole heap of it. From its looks, to its stance and what it’s got lurking under the bonnet, this E92 M3 gets everything right. Words: Elizabeth de Latour. Photos: Mike Kuhn.

    What makes a good-looking car? The styling plays a big part, of course, but that on its own isn’t enough; how it sits is also important, as ride height and stance play a huge role in terms of a car’s visual appeal. Furthermore, the wheels are crucial as the ‘wrong’ ones can ruin even the best-looking cars. Get all of these elements spot-on and you’ll build yourself a car that looks right on every level and David Cao has done just that. It helps that he’s chosen to work his magic on an E92 M3, which is a great platform to begin any build, and as an added bonus there’s a bit of extra spice going on under the bonnet…

    We have to say that looking at the E92 (and its M3 incarnation in particular) with post-F3x eyes, it looks better than it ever did. Everything about it, from the proportions to the understated but purposeful styling, was and still is right. The F8x M3 and M4 certainly aren’t short of aggression, but the E9x M3 has such a cohesive shape that flows so well, with perfect proportions. Add the overwhelming aftermarket support for the car (so extensive that no two examples are likely to be the same) plus the fact that it’s likely to be the last naturally aspirated M3 that we’ll see and it’s enough to have you reaching for the chequebook.

    That’s exactly what David did, and he’s clearly as keen on the E9x 3 Series family as we are, judging by past and present automotive conquests: “I’ve been interested in BMWs since 2007 when I bought my first one, a 335i,” he says, which is certainly a great introduction to the brand. “I bought it because of its twin-turbo engine and the fact that it performed just as well as the E46 M3.” While that 335i is no longer part of the stable, David has employed an E91 325xi Touring for daily duties. Good as the 335i was, when the M3 was launched the lure of its high-revving, naturally aspirated V8 proved impossible to resist and he put his name down, with this white example being the result of that transaction.

    The E92 M3 is an awesome machine out-of- the-box, but it has so much untapped potential that it really would seem foolish not to tap it. David has a car history that includes a large number of modified Hondas, so the M3 was never going to stay stock for long. Also, with his modifying roots firmly embedded in the JDM scene, it is unsurprising that David has chosen to let some of those Japanese styling influences spill over to his German machine, and it’s given this M3 a fusion flavour that’s distinctively different. The front and rear bumpers come from Japanese tuning house, Amuse, and are part of the Ericsson range; the bumpers aren’t overly aggressive, just adding a touch of extra ‘swoopiness’ and it’s only really the bootlid, with its unashamedly indiscreet, obtuse-angled integrated spoiler that makes a big impact. The front bumper, with its black corner extensions, has been further embellished with an APR carbon fibre splitter, while the rear item has been fitted with a Downforce USA multi-piece carbon fibre diffuser, which blends perfectly with the bumper.

    In addition to this, Exotic Tuning carbon fibre side blades sit below the skirts on either side and there’s an AC Schnitzer roof spoiler, plus slick-looking ONEighty NYC custom headlights with super-bright angel eyes. These are complemented at the rear with a set of LCI light clusters.


    On the suspension front, David has eschewed air-ride on his E92 M3, instead opting to keep things static with a KW coilover kit, though he’s clearly a devout worshipper at the temple of lows judging by how far off the ground the front splitter sits; in fact, we’re amazed it’s survived this long! Of course, lowered suspension is crying out for the right wheels to go with a serious drop and here Dave has once again looked to the Far East for inspiration.

    “I’ve had lots of wheels for this car,” he says, “and lately I’ve been aiming for Japanese wheels, which is why I got this classic set of Work Equips.” The simple fivespoke design is perhaps not one you tend to see on E9x M3s, which makes the wheels stand out and gives this car a particular, aggressive, look. The wheels themselves, while not intricate, are gorgeous, from the detailed centre caps with their raised lettering to the contrast of the dark silver faces against the mirror-polished stepped lips, with those deep dishes front and rear catching the light. They really suit the car’s aggressive styling, the thick, chunky spokes sitting perfectly against the sharp, angular looks and giving the whole package a squat, stocky appearance.

    Venturing inside, the remnants of the once red interior offer up a nice contrast against the inky blackness of everything else and, while David hasn’t gone wild in here, what he has changed has made a big difference. The two-piece Recaro Sportster CS seats are awesome, a world away from the comfortable but slightly bland standard items, and give the interior a much more purposeful look that matches the M3’s outward appearance. They are joined by a ZHP gear knob, because this is indeed a manual, and a #BMW-M-Performance V2 steering wheel with digital display along with a P3Cars vent-mounted multi-function digital data display and boost gauge.

    Now, the E9x M3 is a pretty ferocious performance machine out-of-the-box, the glorious S65 V8 giving it some serious muscle, but it would be a shame if all that additional battle armour on the outside wasn’t backed up with a little something extra under the bonnet. Luckily, this M3 has had more than a little fettling on the engine front and lifting the lid on the 4.0-litre V8 reveals the unmistakable intake plenum of an ESS supercharger kit.

    David has opted for the VT2-625 intercooled setup, which is only $600 more than the 595 version but a hefty $1400 lighter on the wallet than the top-end 650 version, making this the sensible choice for those looking to punch through the 600hp barrier on their supercharged M3.

    As its name suggests, the 625 kits makes a mighty 625hp, 205hp up on the standard car, with 410lb ft of torque for some serious midrange muscle, with the Vortech V3 Si supercharger running at between 6.5 and 7psi of boost. That pressurised air passing through what ESS says is the largest chargecooler system on the market and an octet of uprated Bosch injectors ensure ample fuel reaches the engine to match all that additional air. Not only is it an awesome-looking kit, it really delivers on the performance front and gives this M3 more than enough of a power upgrade to match the aggressive styling. The supercharger, incidentally, is David’s favourite modification on the car: “The car feels and sounds amazing along with the F1 exhaust,” he says.

    Ah yes, we almost forget about that. The quad pipes protruding from the rear valance are far from stock and belong to the IPE Innotech F1 Valvetronic exhaust system. A bit of a mouthful that may be, but this stainless steel system goes from mild to wild at the push of a button, delivering an awesome V8 soundtrack with the valves open, so much so that we wonder if David ever bothers to close them… The finishing touch, and a necessary one to compensate for that massive increase in power, is the addition of a beefy Rotora Street Challenge big brake kit with six-pot forged aluminium callipers and massive 380mm discs up front.

    It’s fair to say that David has built himself an absolute monster machine of an M3. It looks that little bit different from the norm thanks to its Asian styling influences and combines striking styling with a whole heap of power thanks to that ESS supercharger. It ticks just about every box you could think of and it really is one of those cars that gets everything so very right.

    DATA FILE Supercharged #BMW-E92 / #BMW-M3 / #ESS / #IPE-Innotech / #BMW-M3-E92 / #BMW-M3-Supercharged-E92 / #BMW-M3-Supercharged / #BMW-E92-Supercharged / #BMW / #BMW-3-Series / #BMW-3-Series-E92 / #BMW-3-Series-Coupe-E92 / #BMW-3-Series-Coupe / #ESS-Supercharger

    ENGINE AND TRANSMISSION 4.0-litre #V8 #S65B40 / #S65 / #BMW-S65 / #S65-Supercharged , #ESS-VT-2-625 intercooled supercharger kit, IPE-Innotech-F1-Valvetronic exhaust, six-speed manual gearbox, 625hp, 410lb ft

    CHASSIS 9.5x19” (front) and 11x19” (rear) three-piece #Work-Equip wheels with 235/35 (front) and 265/30 (rear) Achilles #Achilles-ATR Sport tyres, #KW coilovers, #Rotora-Street-Challenge #BBK (front) with forged aluminium six-pot calipers and 380mm slotted discs

    EXTERIOR Amuse Ericsson front bumper, APR carbon fibre front splitter, ONEighty NYC headlights, Exotic Tuning carbon fibre side blades, Amuse Ericsson bootlid, AC Schnitzer roof spoiler, Downforce carbon fibre rear diffuser, LCI tail-lights

    INTERIOR #BMW-Performance electronic V2 steering wheel, BMW ZHP gear knob, Recaro Sportster CS seats, P3Cars digital integrated data display and boost gauge

    THANKS Viet at Delta Auto Care, John at Speedfreak Detailing, Alex from Autocouture, Rotora brakes and Johnny, Julian and David at BMW

    “The car feels and sounds amazing along with the F1 exhaust”

    “I’ve had lots of wheels for this car and lately I’ve been aiming for Japanese wheels…”
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    DREAM MACHINE / GOING TO EXTREMES / #BMW-E21-Dreamworks-Car-Tuning / #BMW

    Stripped, caged and 2.7-swapped E21 will blow your mind! One of the most amazing E21s we’ve ever come across. Utterly spectacular from top to toe, this Dutch E21 really is something a bit special. Words: Elizabeth de Latour. Photos: Ron Veth.

    There are still cars that can stop us in their tracks, and this E21 is definitely one of them. In terms of visual spectacle, you’d be hard pressed to beat it on any level.

    The amount of work that has gone into this car is truly mind-blowing. Based on this, and some of the other Dutch cars we’ve had the pleasure of featuring recently, there’s clearly something in the water in Holland…

    It belongs to Marc Joosten, owner of #Dreamworks-Car-Tuning – a real one-stop shop for all your modifying needs.

    Dreamworks is able to tackle everything from suspension and exhaust work to bodywork and paint, and this E21 is a mighty fine testament to what Marc and his team can achieve.

    “I was inspired by different tuning shops like Foose, Gas Monkey Garage, Kindig-It Customs and so on,” Marc tells us. “And I also wanted to put the ideas that I have in my head down on a car, making it one-of-a-kind because most of the details on our cars are hand-made. My idea of a great modified car is of the ‘less is more’ approach, making it clean and giving it a bigger, bolder look without ruining the lines that make the car popular in the first place.” This is something that Marc has definitely achieved with this E21 because behind the classic DTM-inspired BMW M Warsteiner paintwork this remains unmistakably an E21.


    It wasn’t always all about BMWs for Marc, though. “My first car was a Honda Prelude; don’t hate me for it!” he exclaims with a laugh. “It was a nice-handling car. I had a lot of fun with it. After the Honda I fell in love with BMWs because of their aggressive looks, their great engines and their reputation for being so sporty to drive. My first BMW was an E30; I always wanted to have one as, owning a car customising shop, I’ve built a lot of them over the past ten years. I found this E21 on the internet. It was ready for the scrapyard. It was literally falling apart. The bodywork was rotten and it had also failed the Dutch equivalent of the MoT inspection.” You’d be hard pressed to tell any of that now, though, as Marc treated the E21 to a full restoration before completely transforming it.


    “I already had in mind the styling I wanted for the E21,” he explains, “although I also went on the internet and looked up some new cool ideas from other car enthusiasts which I then added to the car. Of course, there were several problems along the way but that’s the challenge of building cars. In life you sometimes have to crawl through the mud to get to higher ground and it’s no different with building cars.”

    Funnily enough it was actually the work that Marc and his crew did on the engine bays of his other cars that inspired him to take a similar route with the styling of the E21. “When it comes to cool looks I always go for a clean engine bay,” Marc says. “It’s always a lot of work to do but it’s worth it.”


    The engine bay here has been tucked and shaved to within an inch of its life and looks insanely clean. Anything that hasn’t been removed has been perfectly integrated and Marc’s attention-to-detail is insane. The brake master cylinder has now been colourcoded in white, as have all the hoses, the radiator top tank, and even the blades on the cooling fan. And then there’s the polishing that’s been going on; the cam cover, oil cap, intake manifold and even the suspension top mount covers have all been polished to perfection. The panels that cover the back of the headlights are actually stock E21 items but here they’ve been colour-coded to blend in perfectly with the rest of the engine bay and as a result look custom. The electrical wiring had to be made longer in order to be routed out of sight. You could happily spend hours just staring at the sheer bright whiteness of it all. Unsurprisingly, it’s Marc’s favourite mod on the car. “I think it’s the ultimate thing to do on a show car,” he says. “Anybody can put wheels, suspension and an exhaust on a car but there are only a few people that go all the way with their love for cars (and their craftsmanship) to do the ultimate modifications. This separates the wannabes from the professionals.”


    At first glance, the engine itself might not look like anything particularly special (insanely polished intake manifold aside) but there’s more to it than meets the eye. “The engine is a 2.7 Eta from an E28 525e,” explains Marc. “After restoring it we added a Schrick camshaft, an M20B25 head and fuel injection. We also fitted a performance air intake and a tubular exhaust manifold.” The latter looks particularly sexy nestling in the white expanse of the engine bay. The whole lot is finished off with a custom RVS exhaust system that culminates in a pair of up-angled polished pipes that extend past the rear bumper.


    With such a ridiculously clean bay it was only right that the rest of the E21 was given a similar treatment. The rubbing strips have been removed from the wings and doors, the locks and badges have been removed and smoothed, and the chrome has been replaced with Shadowline trim. Up front smoked E30 headlights have been fitted, along with smoked indicator lenses and a black kidney grille. You’ll also spot a single wiper conversion, too.

    Then there’s the rear panel which is so clean you could eat your dinner off it. The grille section between the rear lights has been removed and the whole section has been completely smoothed, with just the two light clusters left, sitting slightly proud of the bodywork. The front and rear bumpers are custom-made items and they look fantastic on the car, the former with its low, aggressive, angular chin spoiler while the latter is a clean, minimalist design that ties-in perfectly with the smoothed rear section.

    The finishing touch was the #Warsteiner DTM colour scheme, made up of the BMW M tricolour stripes painted over a custom shade of white. It really suits this E21, especially with that aggressive front bumper being only a hair’s breadth from the Tarmac, and it looks every inch the classic racer.


    Of course, bodywork alone isn’t enough, especially when you’ve got a wild colour scheme to pull off. When it came to the suspension Marc knew, as he’s not an airride fan, that he was going to keep things static with the E21 but just a bit of lowering wasn’t going to be enough for him. As a result, Eibach Sportline springs and shorter Bilstein B6 shocks were drafted in. Together they deliver some seriously aggressive lowering, with Marc carrying out numerous chassis modifications in order to end up with a massive 120mm drop (that’s eight inches) over the standard car! Going so low did result in several problems with wheel clearance but the work required to sort that out was well worth it as the BBS RSs are the perfect partners to go with the whole look of the car.

    The wheels measure 9x16” all-round, pretty wide for something of this vintage. On one side the centres have been painted white, while on the other they have been ceramic polished for a dazzling finish. Both pairs of wheels have been topped off with bolts and chunky, polished centre caps.

    Considering the amount of work and effort that has gone into the outside and the engine bay, it’s no surprise to find that Marc and the Dreamworks team have done an equally amazing job on the inside, too.

    The racing-look Marc opted for really suits the DTM-theme better than any full interior could ever have done. Everything deemed unnecessary, including doorcards, carpets and rear seats, has been removed and the interior was then painted in the same custom white as the exterior. Following this, a highly polished Wiechers aluminium roll-cage was then installed. The upper part of the E21’s dash has been retained, though it’s been given a sporty look with the addition of some white dials plus a quartet of supplementary VDO gauges. There’s a Matrix TypeX steering wheel, a snazzy Alpina gear knob, chequer plate floor protection, and single-piece Recaro seats with four-point harnesses.

    It took about a year to go from scrapheap basket case to the car you see before you now, though you’d never know how close it came to meeting an untimely end before Marc rescued it. The amount of work that’s gone into it has been truly immense and it shows in every single aspect of the build. It’s the sort of thing classics BMWs like this deserve, though, and Marc was fortunate enough to be in a position to give it the attention it deserves. When it comes to this E21, it’s fair to say Marc’s living the dream.

    “When it comes to cool looks I always go for a clean engine bay”


    DATA FILE 2.7 #BMW-E21 / #BMW-325e / #BMW-325e-E21 / #BMW-3-Series-E21 / #BMW-3-Series / #BMW-E21-M20 / #BBS

    ENGINE AND TRANSMISSION 2.7-litre straight-six #M20B27 / #BMW-M20 / #M20 , shaved and tucked bay with colour-coded and polished components, #Schrick camshaft, M20B25 head, fuel injection and engine management, high-flow air filter, tubular exhaust manifold, RVS custom exhaust system. Fivespeed gearbox, welded diff, #Sachs clutch. 210hp

    CHASSIS 9x16” (f&r) #BBS-RS wheels with polished lips, ceramic polished centres (nearside), white centres (offside) and 15mm spacers (rear) with 215/35 (f) and 215/40 (r) Dunlop SP 9000 tyres, #Eibach Sportline springs, shortened #Bilstein B6 shocks, 120mm drop, Opel OPC front #BBK with vented discs

    EXTERIOR Custom white respray, #DTM-Warsteiner colour scheme, custom hand-made front spoiler and bumpers, single wiper conversion, Hella smoked E30 headlights, smoked turn signal lenses, all-red rear lights, de-badged, de-locked, rubbing strips removed, bodywork smoothed

    INTERIOR Stripped, painted custom white to match bodywork, Wiechers polished aluminium roll-cage, white gauges, #VDO gauges for oil temperature and pressure, water temperature and rev counter, Matrix TypeX steering wheel, Alpina gear knob, Recaro seats, four-point harnesses

    THANKS KSC import for hardware, Nico Kunzler for technical support, Ronald Veth for shooting the feature, PBMW for featuring the car and everyone else I forgot
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