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    The December issue is always a bit weird because, as you can see, it’s clearly not December (yet) and I’m actually writing this in October, which makes it feel even weirder. These last couple of months of the year are going to be busy – there are the last few shows to attend, there’s winter prep to be done and, for me, it’s arguably the busiest period of the year and there’s always a manic rush to wrap things up before Christmas.

    / #BMW-135i-E82 / #BMW-E82 / #BMW-135i / #BMW / #BMW-1-Series / #BMW-1-Series-E82 / #BMW-135i-E82-Swap

    This time of year is usually pretty lean for most people as everyone is saving up their cash for Christmas and so there’s really not much left in the kitty for car shenanigans. That’s why we’ve put together a value for money mods guide in this issue. It’s not about the cheapest mods but it is about the ones that, in our opinion, represent the best value for money imaginable – and some of them are actually pretty cheap, too. From styling to suspension and wheels, we’ve done a bit of hunting and found a fine selection of mods that will seriously impress, without breaking your bank account, perfect for some budget winter modding – it all starts on.

    For this month’s selection of cars we’ve really given you an automotive pick ’n mix, serving up a truly eclectic selection of modded BMs from around the globe and there’s something for everyone in this issue. Our cover car is an absolutely full-on 135i pushing out a frankly ridiculous 750whp from its single-turbo #N54 and it is a beast built for the road but with the track kept firmly in mind. It’s an epic machine and no mistake. If that’s not quite hardcore enough then we’ve also got the legendary JUDD F1 V8-powered E36 hill climb monster, star of some of the most-watched YouTube clips in Internet history and one of the greatest track BMs of all time. We’ve also got a 440hp, 4WD 435i that’s a real all-weather weapon, a sublime S14- swapped 2002 and a seriously cool retro-styled E36 Cab as well as show reports and loads more to get your teeth into. Next month we are bringing you a real heavyweight, the UK’s fastest and most powerful F10 M5, a real record-breaking machine that will absolutely blow you away. Until then, savour the last 2018-dated issue and we’ll you see next time!
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    No sleep 476HP 135i Wild 1 Series brings it on Most modified 135is we see are in sleeper guise. However, this boisterous example is loud and proud – and rightly so… Words: Elizabeth de Latour. Photos: Matt Richardson.

    Last year saw this magazine nearly overrun with 1 Series feature cars. This was totally fine as far as we were concerned because a lot of you are clearly loving them, otherwise we wouldn’t have been inundated with such a huge variety of fantastic modded examples. The charms of the 1 Series are hard to resist and while some people might find the first generation hatch a little inelegant on the styling front, we reckon #BMW nailed it with the Coupé. And people clearly agree, as that’s mainly what everyone’s been modding. A quick glance at the classifieds shows that this iteration of the 1 Series is holding its value and while some people might think you’re not getting a lot of car for your money compared to what else you could buy, the appeal of a compact, sporty car that’s also practical and can be had with a huge range of engines is easy to see and hard to resist. It’s the perfect antidote to the supersizing epidemic that’s now a staple of the motoring industry. And it’s a car with plenty of potential. Just ask Dom C, because he took a fiery little 135i and turned it into a real beast. It’s most definitely not shy about what it’s capable of; with 476hp on-tap, why would you be? A sleeper this ain’t.

    A glance at Dom’s car history shows you that the 135i fits right in with his taste in small, fast cars, which have included a Saxo VTR and VTS, a Toyota Glanza V turbo, a Civic Type R, and an Impreza RB5 – which is a little less small but was “mega”, according to Dom, so that’s fair enough. “I had a 120d,” he continues, “which was good on fuel. This was good for when I was going to business meetings, but I decided I wanted something really fast that would handle well and was exciting. There was nothing of this age with a six-cylinder engine and rear- wheel drive apart from a 135i, so I bought one.”

    The car was purchased bone stock and the initial plan was just to fit a JB4 and an exhaust because these alone would amp up the performance in a big way. But after Dom had sampled the sweet taste of what the 135i could offer, there was no way he could go cold turkey. And he had a pusher.

    “The car’s been sponsored by Hard Knocks Speed Shop,” Dom explains. “It saw that I was passionate about modding and we had a great relationship, so it offered to sponsor me. Badger there has done all the work.” With his sights set on some serious numbers, things were going to have to change…

    That JB4 is now a Cobb, supplied by BW Chiptune with a custom remap by Litchfield. The exhaust is now a custom straight- through system from Hard Knocks Speed Shop, with no cats or silencing. There’s even a valve for increased loudness. There’s a video of it in action on our Instagram page (@pbmwmag) and, having heard it in person, we can confirm it’s very, very loud.

    The path to 476hp is lined with a lot more than just a Cobb and a custom exhaust, though. Dom has been busy under the bonnet, with the resulting list of engine mods making for some impressive reading. The stuff you can see includes a set of BMS dual cone intakes and an HKS SSQV blow-off valve. And there’s much more going on
    beneath the surface that you can’t see. The stars of the show are, without doubt, the Turbo Dynamics Stage 2 hybrid turbos that really help to push the power up. But they don’t have to go it alone; up front sits a beefy Pro Alloy intercooler, there’s a Fuel It Stage 3 uprated fuel pump, a VRSF metal charge pipe with meth bungs, VRSF cat-less downpipes, plus a BMS meth injection kit to help keep intake air temperatures down.

    The end result of all that underbonnet wizardry is a very impressive dyno-proven 476hp and over 400lb ft of torque. That’s an awful lot of power to enjoy in a compact car such as this. And that dyno run took place on a really hot day with intake temperatures well over 80ºC and the ECU pulling the timing, so there’s potentially even more on tap than the figures suggest.

    Of course, simply ramping up the power and hoping for the best is not the way to do things and most certainly not the way Dom was planning to do things. So those engine mods are joined by a supporting cast of chassis and drivetrain mods. The standard clutch would have been completely out of its depth with these sort of power figures so it’s been replaced with a much sturdier Spec Stage 3+ affair mated to a single mass flywheel. On the chassis front, BC Racing coilovers have been called to action, along with M3 lower control arms, and a strut brace. And that’s not all because Dom then took the car to FW Motorsport, run by Tom Walkinshaw’s son Fergus, who spent a day-and-a-half setting up the suspension after corner weighting the car. Dom is also planning to add some custom adjustable drop links.

    The brakes haven’t been forgotten about either. With the 135i coming equipped with some pretty serious six-pot front calipers from the factory there was no need for a BBK, but grooved discs have been added and are clamped by Pagid RS29 race pads. Goodrich braided hoses and race brake fluid concludes the brake upgrades.

    Somehow we’ve managed to make it this far without once mentioning the way this car looks – which isn’t easy because this is a 1 Series that stands out, and then some. A lot of this is to do with the Avery Denison Gloss Blue wrap. “The car was originally Monaco blue,” explains Dom, a colour that you can see lurking in the engine bay. “It had no presence and made the car not look as fast as it actually was. My neighbour had a GTR wrapped in this blue and I absolutely loved it, so I decided to get the 135i done in the same shade, and the bonnet and mirrors done in gloss black.”

    With the 135i looking rather more rapid, Dom set about adding the aero addenda. This started off with the relatively subtle carbon front splitter, followed by the carbon bootlip spoiler, and then the bulging Seibon carbon bonnet with aero catches. But Dom refuses to take responsibility for that rear wing. “It’s all Hard Knocks’ fault,” he laughs. “They suggested I got a wing. I agreed and went online to buy it whilst in the pub… although I don’t actually remember buying it!” Oh dear. Still, while the APR rear wing would look out of place on many a car, the overall look of this 135i means it works here. It ties in nicely with the whole black and blue theme, as do the wheels, which are Apex Aero-7 18s, with the car’s arches having been rolled to help accommodate them. The wheels have been wrapped in super-sticky Advan AD08R semi-slick rubber for maximum grip.

    As for that Gran Turismo sun strip: “I think it looks badass,” explains Dom, “and it makes a huge difference to the feel of the car when driving.” The interior has, for now, been left largely standard, bar the removal of the rear seats, but Dom was planning on fitting some bucket seats and a roll-cage, that is before he decided to sell the car…

    We should be used to it by now, feature cars owners getting in touch not long after a shoot informing us that they are selling their BMW. That’s the way it is with projects, but it was still a little surprising to hear it from Dom considering just how much he’d put into the 135i. It turns out he’s gone and bought himself a Nissan GTR and, to be fair, the signs were there all along as we recall he mentioned it on the day of the shoot. We can’t really blame him either; the GTR is a hell of a car and probably one of the few things that could get his heart pumping the same way as his ferocious 135i. Could we, he asked, mention that it was going to be up for sale? Of course. But then, a month later, we received another email. The 135i was staying, a stablemate for the GTR, and Dom had, in his own words, “gone full circle”. In fact, he now plans to take the 135i to the next level: a roll-cage, bucket seats and steering wheel will transform the interior, while a race diffuser, a side exit exhaust, and a body kit will transform the exterior. “It’s come too far to go back…!” were Dom’s parting words on the email. We can’t wait to see him go all the way.


    Custom-mounted meth injection kit helps keep inlet temps down and power up.

    DATA FILE #BMW-E82 / #BMW-135i / #BMW-135i-E82 / #BMW / #BMW-135i-Tuned / #BMW-1-Series / #BMW-1-Series-E82 / #Turbo-Dynamics / #Apex / #BMW-135i-Tuned-E82 /

    ENGINE AND TRANSMISSION 3.0-litre twin-turbo straight-six #N54B30 / #N54 / #BMW-N54 , #Cobb-V3-Accessport custom mapped by #Litchfield-Motors , #BMS dual cone air intakes, #HKS-SSQV blow-off valve, #Turbo-Dynamics-Stage-2 hybrid turbos, #Pro-Alloy front mount intercooler, Fuel It Stage 3 upgraded fuel pump, custom- mounted BMS meth injection kit, #VRSF metal charge pipe with meth bungs, VRSF cat-less downpipes, Hard Knocks Speed Shop custom Y-pipe , custom straight- through two into one 3” de-catted centre section, custom quad exit exhaust system with electronic valves. Six-speed manual gearbox, #BMWP short-shift, Spec Stage 3+ clutch and single mass flywheel

    POWER & TORQUE 476hp and 400lb ft+

    CHASSIS 8x18” ET45 (front) and 9x18” ET50 (rear) #Apex-Aero-7 satin black forged wheels with 225/40 (front) and 255/35 (rear) Advan AD08R tyres, #BC-Racing coilovers, M3 lower control arms, strut brace, car corner weighted, Pagid RS29 race brake pads, grooved discs, #Goodrich braided hoses, race brake fluid

    EXTERIOR Wrapped in Avery Denison gloss blue with gloss black roof and gloss black door mirrors, tinted windows, rolled arches, gloss black kidney grilles, carbon front splitter, #Seibon carbon #Powerdome bonnet with AeroCatches, carbon rear spoiler, #APR carbon wing, custom carbon diffuser, #BMW Darkline rear lights

    INTERIOR Factory grey M Sport leather, Cobb V3 Accessport controller, rear seats removed

    THANKS Chris Bourton (Badger) at Hard Knocks Speed Shop, Fergus Walkinshaw at FW Motorsport, #Litchfield motors for mapping, #SSDD-Motorsport , and Amber performance
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    EXCESSIVE FORCE

    Utterly insane twin-supercharged V10 1 Series will rock your world

    Twin-supercharged V10 1 Series

    Does a 1 Series need a V10? No. Does it also need twin supercharges? No. This 1 Series has both those things. Deal with it. Words: Elizabeth de Latour. Photos: Speedyshots.

    We’ve had some pretty wild 1 Series feature cars in #PBMW over the past 12 months but we figured we’d save the best for last and go out with a bang, this being the final issue of 2016 and all. And bangs don’t come much bigger than a twin-supercharged V10 1 Series. Merry Christmas everybody. In south eastern Germany, a couple of hours drive out of Munich, lies the small town of Geiselhöring. There’s a railway station, timber yard, a pizzeria, and a supermarket; it takes a few minutes to drive from one end of town through to the other and out into the German countryside. It’s a pretty town with some lovely old architecture and you might catch a glimpse of it through your car window as you drive through Geiselhöring on your way to somewhere else. But this unassuming German town has a secret. I know this because, years ago, I travelled there for a festival of E30 M3s and discovered the secret for myself.

    Once upon a time, many, many years ago, a man named Karl Jungmayer, a man with passion for cars, for racing and especially for BMWs, established a #BMW garage which quickly gained a reputation for excellent service and superior BMW know-how. In time his son, Karl Junior, joined the family business and then his son, also named Karl, followed in the footsteps of both his father and grandfather and became part of the family’s rich BMW history and tradition. For a time, all three generations of Jungmayers, three men named Karl, were able to enjoy their love for BMW together, with Karl Sr. having amassed a spectacular collection of classic BMWs over the years and Karl Jr. adding to it with a burgeoning collection of his own. Sadly, time did what it does and Karl Sr. passed away a few years ago and, tragically, earlier in 2016, Karl Jr. lost his father after a long battle with illness. At 25 he is now the owner of his own workshop, a huge responsibility at a young age, but he also just so happens to be a BMW Master Technician. One glance at the cars he’s built for himself tells you this is a man who not only lives and breaths BMW but who also has the serious technical expertise to build a car as spectacular and utterly unhinged as this 1 Series.

    “I had a plan,” says Karl as we try to work out in what universe building this car seemed like a reasonable thing to do. “I wanted to take the smallest car from BMW, the 1 Series, and fit it with the biggest engine, the legendary S85 V10.” Simple. That would really be enough for most people, and we could wrap up the feature right about here, but for Karl that was just the tip of a very large V10-powered iceberg. “We made this little monster,” he says, gesturing at the five-door E87 1 Series that was chosen for the transplant, “but with 507hp it was not enough.” Sorry, we have to just pause there for a moment. 507hp really is enough. It was enough in the E60 M5. It was enough in the E63 M6. And it would have most definitely been enough in a small, light 1 Series hatchback. But we’re clearly in the wrong, here. So, if 507hp isn’t enough, what do you do about it? “When I saw the #G-Power-Bi-Kompressor kit I knew I needed it,” grins Karl. Yeah, that’ll do it. What you have to realise is that we’ve skipped over the six months’ worth of weekends that it took to fit the V10 into what started life as a 120d, with an absolutely vast amount of work required to make it fit. All that work was carried out under Karl’s company, #KJ-Performance . Karl says that the steering, sump, exhaust manifolds and drive belts all had to be modified, along with a lot more besides. Be under no illusion that this was anything less than a Herculean engineering task. You have to take our word for it that there’s even a V10 in the engine bay because you can’t actually see it. Bonnet off, it’s all about the superchargers. Supercharges. Two superchargers. They’re not small, either; a pair of ASA T1-313s, each one measuring over 20cm in diameter and weighing 5.5kg, each one rated up to 420hp. These are serious pieces of kit and they dominate the engine bay. And then there’s the massive chargecooler setup mounted on top of the engine and the stuff you can’t see, like the uprated injectors and completely custom exhaust system. And, of course, you can’t fit an S85 V10 with just any old gearbox, the two choices being the ZF Type G six-speed manual, as available in the US and Canada, or the seven-speed SMG III. Here Karl has opted for the latter, with SMG not only being better suited to the S85 but it’s also a far more impressive technical achievement to see this transmission mounted in a 1 Series.

    Strapping two superchargers to a V10 and then stuffing it all under the bonnet of a 1 Series is all well and good but what you’ve got now is a 120d with hundreds of horsepower that it was never designed to deal with in the first place. You need to get your chassis and transmission well and truly sorted or you’re going to have a pretty bad time. So, what did Karl do? Well you may or may not have noticed that the front and rear arches of this 1 Series are ever so slightly wider than on an ordinary 120d, 1cm at the front and 2.5cm at the rear, and that’s because the car’s been fitted with the front and rear axles from an E92 M3, brakes, suspension, the lot, along with an uprated front anti-roll bar, which means this 1 Series now has a fighting chance when trying to cope with the vast amounts of power and torque being churned out by the engine.

    Of course, building a monstrously powerful 1 Series doesn’t have to be all business and ensuring that a car like this looks as good as it goes is just as important as what’s under the bonnet. Karl’s definitely kept things subtle on the styling front, hinting that there’s something going on beneath the surface of this 1 Series but without shouting about what it’s capable of.

    The more aggressive front bumper is from an E82 135i Coupé, enhanced with the addition of a carbon fibre splitter. At the rear the roof spoiler comes from BMW’s aero kit and the single tailpipe definitely isn’t giving the game away. The only exterior modifications that let you know that this 1 Series is not to be messed with are the V10 badges beneath the side repeaters and the holes in the bonnet which have been covered with mesh and which sit right above each of the superchargers, helping to keep them cool. The wheels are #BBS-CH -Rs, 8x19” up front and 9.5x19” at the rear, and they look really good on the 1 Series, both in terms of style and size.

    The interior hasn’t been forgotten about and there’s plenty to get excited about here. Clearly not content with fitting M3 axles, Karl decided to fit the front seats from an E90 M3, along with a DCT steering wheel, the paddles ready to be integrated with the SMG gearbox. The SMG gear selector looks like it could have been factory-fitted while the iDrive now allows Karl to configure the SMG’s shift programme and the engine’s power mode, while the instruments are a custom combination of 120d and E92 M3 elements, with the gear selection displayed in the middle of the cluster.

    This 1 Series is an absolute masterpiece of engineering and an incredible achievement. The engine swap alone is mind-boggling and that’s before you factor in the superchargers and making it all work, and the SMG, and the M3 underpinnings. It’s a mesmerising machine and one that delivers on every level. No aspect of the car has been overlooked; it’s a performance #BMW through and through. Of course, it comes as no surprise to learn that a man who deemed a 507hp V10 to be insufficient for his 1 Series project is still not satisfied. “We need a new exhaust system for more power and we need more boost,” he says. Seriously!

    Engine bay is dominated by the twin chargecoolers, with the V10 somewhere beneath them, and those massive twin superchargers.

    DATA FILE #Twin-supercharged-V10 / #BMW-E87 / #BMW-1-Series / #BMW-1-Series-E87 / #BMW / #BMW-1-Series-V10 / #BMW-E87-V10 / #G-Power / #SMG / #BBS

    ENGINE AND TRANSMISSION 5.0-litre #V10 #S85B50 / #S85 / #BMW-S85 , modified steering, sump, exhaust manifolds, drive belts, #G-Power-SK-III-RS-Bi-Kompressor kit with twin #ASA-T1-313 superchargers and twin chargecoolers, M550d intercooler, uprated injectors, custom exhaust system with single tailpipe, seven-speed #SMG-III gearbox

    POWER 750hp, 530lb ft of torque

    CHASSIS 8x19” ET40 (front) and 9.5x19” ET35 (rear) #BBS-CH-R wheels with 225/35 (front) and 255/30 (rear) Continental ContiSportContact 5P tyres, complete axles with brakes and suspension from E92 M3 (front and rear), uprated front anti-roll bar

    EXTERIOR E82 #BMW-135i / front bumper, carbon front splitter, custom vented bonnet with mesh inserts, BMW aero kit rear spoiler, arches widened by 1cm (front) and 2.5cm (rear)

    INTERIOR E90 M3 front seats and DCT steering wheel, SMG gear selector, custom instrument cluster

    “I wanted to take the smallest car from BMW and fit it with the largest engine”

    Dash is a mix of 120d and E92 M3, while iDrive display allows configuration of engine and transmission

    “We made this little monster…but 507hp was not enough”
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    THE MPRESSIONIST 470hp 1M-kitted 135i / HARDCORE 135i 470hp, #1M-kitted beast

    With 1M looks backed-up with a lot more than 1M power, what was once an unassuming 135i is now a package of pure muscle. Words: Elizabeth de Latour Photos: Matt Richardson

    Fitting the 3.0-litre, twin-turbo, straight-six N54 engine into the 1 Series Coupé is one of the best things BMW has ever done. The engine amazed when it first appeared in the E9x 335i thanks to its combination of huge torque spread, impressive top-end, and stirring soundtrack (despite the presence of two turbos to muffle the exhaust note). And then BMW decided to stuff it under the bonnet of the smaller, lighter 1 Series Coupé creating something of a performance hero. But the story doesn’t end there because a couple of years later BMW came out with the 1M, with the E9x M3 running gear crammed under those swollen arches, more power and more attitude, this time creating a performance icon. These days you can pick a 135i up for about £10,000 whereas you’d need about £40,000 to get your hands on a limited edition 1M. Of course, the 1M is a very different prospect when compared with a plain Jane 135i but certainly as far as performance goes there’s hardly anything in it. And once you’ve whacked a remap on the 135i it’ll be the quicker car, if that’s what you’re interested in. Of course, there’s nothing stopping you from buying yourself a 135i and building it up into something that’s even better than a 1M…

    Meet Sachin Patel, a man who’s done just that. And while he’s got a fair bit of cash invested in his long-term love of a 135i, he’s built this beast of a 1 Series for less than stock 1M would cost to buy. It’s packing some serious firepower, enough to refuse to be intimidated by all but the most heavyweight high performance machinery. And, of course, pouring money as well as your heart and soul into your BMW is just part of everyday life when you’re a lifelong fan of Bavaria’s finest.

    “Actually, I was never a BMW fan,” says Sachin. Oh well, scratch that then. “I lived in West London and saw so many so I wasn’t really interested in them at all. That all changed, though, when I drove a 120d. I was really impressed by it. I was looking for a small, powerful car that was also economical and when I read Jeremy Clarkson’s review of the 135i I was sold and went and bought one.”

    Sachin always knew he was going to modify his 135i and the first item on his list was more power, because when it’s so easy to extract it would be rude not to. In order to ramp up the power the 135i was treated to a remap, along with an induction kit and a pair of uprated diverter valves. This was enough to nudge power up to the very high 300s and plenty to be getting on with. Sachin also decided to give his chassis a bit of a tweak with the addition of some thicker Eibach anti-roll bars to improve its cornering abilities. And that was enough to satisfy his needs for mods for a while.

    “After I’d had the car for about four or five years I decided to sell it and move onto something else,” says Sachin. “A prospective buyer came over one day to have a look at it and said that he was going to put a 1M kit on whatever car he bought. It sounded like such a good idea that I removed the car from sale and started looking at getting the 1M kit done myself. I called MStyle, said I wanted a 1M kit, and everything snowballed from there.”


    The transformation was no gentle transition, though. “The styling went from standard to this in one go!” Sachin exclaims. That’s one hell of a transformation. The kit is a Prior Design M wide-body kit, consisting of front and rear bumpers, side skirts, wider front wings and wider rear quarter panels. It’s comprehensive and means that this 135i looks every inch the 1M that inspired its makeover. Now, the kit on its own is awesome and Sachin could have left things there and been extremely happy with the results, but he didn’t. At the same time as the kit was being added a whole host of other styling additions were thrown into the mix to take the car to the next level. Up front there’s an MStyle carbon fibre vented power dome bonnet, a full-length carbon front splitter, and #BMW M Performance gloss black kidney grilles. Then you’ve got the 1M door mirrors, a carbon boot spoiler and carbon fibre rear diffuser from #MStyle , plus LCI Darkline rear lights. These elements are all pretty subtle compared to the impact of the body kit but they definitely add the perfect finishing touches.

    Originally, Sachin’s 135i had been white but with its transformation to a wide-body monster it needed a fresh new look. “I’d decided I wanted a matt colour and was debating between black and grey,” he says. You can see which choice won in the end, with the car now finished in stunning Frozen grey. It’s a gorgeous colour that accentuates all of the car’s lines and gives it an otherworldly look. In addition to the Frozen grey bodywork the roof has been painted gloss black, which offers a nice contrast. With the new body kit there was no way that the M Sport wheels that the car had come with would cut the mustard any longer, nor were they beefy enough to fill those fat arches, so the hunt was on for a new set of rims that would be up to the job. Those wheels are Forgestar F14s, forged 14-spoke affairs which are, usefully, available to order in some serious widths and with astonishingly deep concave designs. Indeed, the 9x19” fronts are labelled Deep Concave while the 11x19” rears are what Forgestar calls Super Deep Concave, and that’s no exaggeration, the spokes disappearing deep within the wheel before they hit the centre. With a kit as wild and wide as this you really need to make sure your wheel choice won’t be overwhelmed by those massive arches and that it is capable of delivering its own brand of wow. Well the Forgestars definitely deliver on that front.


    With Sachin’s styling plans accomplished, he decided to look at getting a bit more power out of the N54 as, while the 135i was quick, there was still a lot of untapped potential. And who better than MStyle to help tap it? As such, the engine has been fitted with a Mosselman MSL 500 turbo kit, Mosselman twin oil cooler kit and oil cooler separator. There’s also an induction kit, uprated intercooler, uprated low pressure fuel pump, cat-less downpipes, a de-cat centre section with a custom quad exhaust system, and the whole lot is topped off with a Mosselman Stage 3 remap. The end result?

    A dyno-proven 470hp with a thumping 480lb ft of torque, huge gains that deliver equally huge performance and really push what was once a humble 135i to the next level.

    Up until this point Sachin was still riding on nothing more than the stock suspension with the only handling aids being those Eibach anti-roll bars, so that needed to change. MStyle recommended coilovers so he whipped his wallet out and opted for a set of BC Racing height and damping adjustable items with matching front camber adjustable pillow ball top mounts. “It rides and handles brilliantly now,” says Sachin, “and there’s so much grip it’s actually scary!” He’s has kept the standard callipers because they’re pretty massive, with six-pots up front, but they’ve been given a lick of orange paint which really makes them stand out against the black wheels and grey bodywork.

    Inside you’ll find red leather, which looks equally good against the exterior, with carbon trim and a BMW M Performance gear knob, Alcantara gaiter, and matching Alcantara handbrake gaiter. Since the shoot Sachin has added an M Performance Alcantara steering wheel with shift lights and a digital display. He is now thinking about fitting a pair of M4 front seats, which would look awesome.


    As we finish up our shoot, Sachin asks if I’d like to take the 135i it out for a spin. I grab the key off him with such ferocity he’s lucky he’s still got a hand left. The first impressions behind the wheel are defined by the stubby gear knob, UUC short-shift kit, and UUC Stage 2 multi-puck ceramic clutch.

    It all feels a bit sharp and snatchy for someone who’s just jumped in the car for the first time, so I’m gentle with the clutch and gear change and it’s clear that you’d very quickly get used to the combination and drive it as smoothly as any other car. What a short-shift kit does do, though, is make you want to drive fast and rip through the gears – so that’s exactly what I do. The performance is awesome! It’s the torque that really gets you. There’s so much of it spread over such a wide rev range that it’s always there when you put your foot down. When you do the 135i just explodes forward. It’s incredible and makes this car ridiculously rapid. It takes no effort to find yourself travelling far more quickly than you ever had any intention of doing. The mid-range is so astonishing that you find yourself shortshifting, which drops you right back into the torque plateau, but when the opportunity arises I keep the throttle pinned to get a taste of the top end and it doesn’t disappoint. There’s no let up in acceleration and the power just keeps on coming. When you tap into that heady top end the car feels ferocious and furious and it’s addictive.

    The ride is firm but compliant and the chassis feels taught and precise, the 135i cornering hard, fast and flat, while the brakes feel strong with plenty of feel through the pedal providing massive stopping power. Oh, and it sounds good, too. Really good. That fully-decatted exhaust really lets that straight-six sing. It’s a great noise, the icing on a very fast cake indeed.

    “I’m very happy with the car,” grins Sachin as I hand back the keys, though perhaps that’s why he’s smiling. “It gets lots of attention. I’m actually surprised just how much. It’s got the look I’ve always wanted and it’s the car I’ve always wanted.”

    What Sachin’s done is taken a good car and made it great, which is the ultimate modifying goal. And when the end result is as impressive as this, that’s something you can be truly proud of.

    Interior features carbon trim, a shortshift kit and red leather, which looks great against the grey exterior; orange brake calipers add a flash of colour.

    TECHNICAL DATA FILE #BMW-E82 / #BMW-135i / #BMW-135i-E82 / #N54 / #BMW-N54 / #Mosselman-MSL500 / #Mosselman / #UUC-Motorwerks / #N54-Mosselman / #BMW-135i-Mosselman / #BMW-135i-Mosselman-E82 / #Mosselman-Stage-3 / #BMW-1-Series / #BMW-1-Series-E82 /

    ENGINE 3.0-litre twin-turbo straight-six #N54B30 , #Mosselman-MSL500-N54-turbo-kit , twin oil cooler kit and oil cooler separator, induction kit, uprated intercooler, uprated low pressure fuel pump, cat-less downpipes, de-cat centre section, #Mosselman-Stage-3 remap

    TRANSMISSION Six-speed manual gearbox, #UUC-Motorwerks-Stage-2 multi-puck ceramic clutch, UUC Motorwerks double-shear Evo short-shift kit

    CHASSIS 9x19” (front) #Deep-Concave and 11x19” (rear) #Super-Deep-Concave-Forgestar-F14 forged wheels in gloss black with 245/35 (front) and 285/30 (rear) Continental ContiSportContact 5P tyres, #BC-Racing height and damping adjustable coilover kit, #BC-Racing front camber adjustable pillow ball top mounts, #Eibach anti-roll bars, brake calipers painted in custom orange with M decals, #Quaife-LSD

    EXTERIOR Prior Design M wide-body kit consisting of front and rear bumpers, side skirts, wider front wings and wider rear quarter panels, painted MStyle carbon vented power dome bonnet, MStyle full length carbon fibre front splitter and carbon fibre rear diffuser, BMW M Performance gloss black kidney grilles, OE 1M air ducts and arch liners, OE 1M door mirrors, MStyle custom quad exhaust, SuperSprint quad tailpipes, MStyle carbon boot spoiler, full respray in Frozen grey, roof painted gloss black, Darkline E82 LCI rear lights

    INTERIOR #BMW M Performance gear knob and Alcantara gaiter, #BMW-M-Performance Alcantara gaiter for handbrake

    “It rides and handles brilliantly now… there’s so much grip it’s scary”
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    So, that was #2016 . I can’t believe another year is almost over. This one really seems to have flown by in the blink of an eye. Was it good for you? I really hope so and, if not, onwards to bigger and better things in 2017. It certainly felt like a good year here on PBMW ; we’ve had some wild builds gracing these pages over the past 12 months, some outrageously powerful cover cars, a couple of outrageous covers, and we also celebrated 200 issues of PBMW with a special edition. Overall it’s been a pretty good year.

    With 12 months’ worth of fabulous feature cars behind us it’s now Car of the Year time once more. We’ve done the hard part, picking just 26 finalists from over 100 feature cars. All you now have to do is head on over to, take a look at the contenders and then go online and pick your top three. You get to decide what’s crowned Car of the Year 2016 and you also get the chance to win one of three subscriptions.

    As it’s our last issue of the year we thought we’d go out with a bang, and they don’t come much bigger than the twin-supercharged #V10-swapped #BMW-1-Series-V10 on our cover. Seriously, this car is absolutely unhinged, in the best possible way, and is an awesome engineering accomplishment, not to mention eye-wateringly powerful and insanely fast. It’s the sort of feature car we love because it comes about from someone having a frankly ridiculous idea and not letting common sense or doubt get in the way of making it happen. The end result really speaks for itself. We’ve also got some stunning UK cars, like the seriously muscular 1M-kitted #BMW-135i on and the absolutely gorgeous E34 540i over on, plus a seriously cool 2002 and classic #BMW bike combo the likes of which you’ll never have seen before, and two absolutely awesome M3s. And that’s just scratching the surface…

    So, sit back and relax with your festive, end-of- year edition of #PBMW . All that’s left for me to do is wish those of you who celebrate it a very merry Christmas, those of you who don’t happy holidays, and everyone a very happy New Year. See you all in #2017 for another year of awesome modified BMWs!
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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 ONLY ONE

    Japan definitely does things differently and that most definitely applies to cars, as this Far Eastern 135i illustrates.

    Japan does everything differently, including modifying its cars, and this Far Eastern 135i has a look you won’t find anywhere else… Words and photos: Chris Nicholls.

    The Japanese do ‘unique’ better than most. Anyone who’s ever been to the country or even just watched their TV shows will tell you that. From all sorts of bizarre toys and manga to TV shows where they do things like finding out which type of tyre flies farthest off a ski jump, or testing how long game show contestants can stand being immersed in a pool of eels, Japanese culture is about as far removed from Western norms (even today) as it gets. Their modified vehicles are often similarly ‘out there’. From the extreme wings and exhausts of the kaido racers to the utter insanity that is the decotora scene, you are more likely to find off-the-wall cars, bikes and trucks in Japan than almost anywhere else. Even in the #BMW ranks, you can find stuff that plenty of Western folks would maybe consider weird. Like a brown, camo-wrapped X6 complete with matching camo green AC Schnitzer wheels, or itasha examples of various models.

    Of course, the majority of tuned BMWs, like the majority of other vehicles in Japan, are fairly subdued, but there are ones that tread that fine line between the extreme and the subtle and achieve uniqueness of another kind – instant, eye-popping greatness because they’re tasteful, but in a way no one has managed before. K. Watanabe’s 135i ‘Kai’ (Kai meaning modified in Japanese) is one of those examples. Like many things in life that are more than the sum of their parts, the basic ingredients for this daily driver are nothing new. Unusual paint colour, nice wheels, big brakes, decent drop, and a funky body kit make up the majority of the talking points, but it’s the way they’ve all come together that makes this work.

    Perhaps the fact Watanabe-san is an architect has something to do with this success. Visually-minded and highly trained from the get-go, Watanabe-san is probably less likely than most to turn out an ugly dinger. But, then again, plenty of architects have designed buildings that many hate, so perhaps it’s not that. Maybe it’s just the fact Japan itself, despite the often eye-searing extremes it produces, is generally one of the more educated and aesthetically aware societies out there. Whatever the reasons behind his choices, though, Watanabe-san’s 135i is a stunner.

    Obviously, it’s hard to get past the paint as it’s one of the key focal points here. Possibly the main focal point. Starting out as a black 135i when he bought it, Watanabe-san eventually had the whole car repainted in BMW Individual Atlantis blue, and the effect is remarkable. Deep, shimmering and with metal flake that picks out the light just so, it’s one of the best car colours available, in this writer’s humble opinion, and unsurprisingly, it’s also Watanabe-san’s favourite part of the build. It makes you wonder why more BMW customers don’t order their cars like this from the factory. The next major point is the 1M body kit. Studie AG, the tuning house behind the build, has a history of fitting factory widebody kits to its own demo cars, but its customer cars are often more subtle, so it’s nice to see Watanabe-san err on the more extreme side and go with these excellent genuine body panels on his car.

    Accentuating the ‘big brother’ bodywork are a Varis vented carbon bonnet, carbon mirror covers, carbon front and rear lip spoilers, an AC Schnitzer roof spoiler, a dry carbon wing and a customised rear diffuser, each element carefully selected to make the most of the already muscular 1M shape.

    However, nice paint, a 1M body kit and a few custom touches don’t a unique street car make. Watanabe-san wanted to make one other change so his machine stood out. “Before I purchased this, I wrote-off my E46 M3 on a wet mountain road after being a bit too enthusiastic. At the time, I wanted to replace it with a 1M, but couldn’t quite afford it, so I thought fitting the 1M kit to my 135i was a nice idea. However, I thought that just fitting the kit as-is would make it a 1M clone, nothing more, so I wanted to customise it. Having talked to the guys at Studie, we decided a one-off, centre-exit Arqray muffler coming out through the rear bumper would be the best way to do it.” And so came arguably the most unique part of this 135i. The twin chrome tips draw the eye like little else on the back of the car (some feat considering the wing) and make it go from regular street-racer-style to actual racer-style in one hit.


    The remarkable thing, as no doubt you’ll have noticed, is the fact no paint damage has occurred around the tips. No browning, no blistering, no nothing. This again is down to extensive planning and Studie’s usual high level of workmanship. “I knew having the tips exit the bumper like that would prove a risk in terms of paint damage, so I made it very clear during the design phase that I wanted no damage at all to occur. Thanks to Studie’s expertise and skills, it was able to design and install multiple heat shields to ensure no damage occurred. Despite many spirited drives since, there’s not a single singe or burn mark anywhere.”

    Having been privileged to sit alongside Watanabe-san as he pushed the N54 hard, I can report the new exhaust sounds pretty nice, too. A burbling thrum builds to a raspy howl as he moves through the rev range, the AFE pod filters adding some lovely intake noise to the mix as well. When he lifts, the Active Autowerke blow-off valve adds that wonderful trademark ‘chuff-chuff’ for maximum turbo enjoyment.

    Given there’s only a small number of other engine mods (Okada Projects’ Plasma Ground secondary spark control and Plasma Direct coils, plus an Active Autowerke AP2 tune), the grunt itself is not ‘smash your head into the seat’ huge but with the N54 in factory spec managing sub-five second 0-60mph times in the right conditions, the extra few horses mean you’re still easily looking at ’90s supercar levels of acceleration in low gears. Perfect, really, given Watanabe-san says a love for supercars is what got him into tuning in the first place. On the handling side are a set of JDM-only 3D Design coilovers and an ARC rear stabiliser bar. While the drive to and from the shoot location didn’t really give us a chance to enjoy any nice corners, it quickly became clear from the few bumps we encountered that the 3D Design coilovers and their relatively soft (especially by Japanese standards) 8kg/mm front and 12kg/mm rear spring rates at least did a pretty decent job of masking any minor road imperfections. Clearly designed for road use more than anything else, that hasn’t stopped Watanabe-san from dreaming about hitting the track, though, even if it’s not something he’s quite got around to. “I have all the gear – spares, helmet, clothing and everything else – but I’ve never actually got around to hitting the track. At least my equipment preparation is perfect!” he laughs.


    When Watanabe-san finally does find the time for some circuit fun at least his brakes will also be up to the task. The six-pot front and four-pot rear Brembos, hiding behind Advan RZ-DF wheels, clamp down on twopiece slotted rotors (355mm front and 345mm rear) and will happily slow the 135i down from even Fuji Speedway front straight speeds. Fine for the street as they may be, Watanabe-san may want to think about upgrading his current Advan V105 rubber if he ever wants to attack his local tracks in earnest, though.

    Inside, the 135i remains largely stock apart from a driver’s side Recaro RS-G CL seat and a Sportster CL 100H seat for the passenger. These look almost factory, such is the serendipitous colour matching. For those wondering about the things hanging from the wiper stalk, they’re omamori or good luck charms. Available from pretty much any Shinto shrine, they’re a staple of Japanese life and can be bought with prayers inside for various specific purposes. From good study results to an incident-free pregnancy, you can ask the local gods for pretty much anything. Unsurprisingly, given Watanabe-san’s lust for speed and previous accident history, these omamori contain prayers for a safe drive.

    Having already had plenty of safe fun in this 135i, though, Watanabe-san’s next step is to give all the mechanical parts a bit of a freshen-up. From the engine to driveline, brakes to the suspension, it’s time to treat this unique machine to a bit of all-round TLC. No doubt that this (together with the omamori) will help him enjoy this very Japanese #BMW for many years to come.

    DATA FILE Japanese #BMW-135i / #BMW / #BMW-135i-E82 / #BMW-E82 / #BMW-135i-Active-Autowerke / #BMW-135i-Active-Autowerke-E82 / #Okada-Projects-Plasma / #Advan

    ENGINE AND TRANSMISSION 3.0-litre straight-six twin-turbo #N54B30 / #N54 / #BMW-N54 , #AFE pod air filters, #Active-Autowerke-AP2 tune, #Active-Autowerke blow-off valve, one-off #Arqray centre-exit muffler, #Okada-Projects-Plasma-Ground -Plasma-Ground secondary spark enhancer, #Okada-Projects-Plasma-Direct coils, stock six-speed manual gearbox

    CHASSIS 8.5x19” (front) and 9.5x19” (rear) #Advan-RZ-DF wheels with 245/35 (front) and 265/30 (rear) Yokoham Advan V105 tyres, JDM-only 3D Design coilovers front and rear, #ARC rear stabliser bar, #Brembo six-piston brake calipers (front), Brembo four-piston calipers (rear), two-piece Brembo discs front and rear

    EXTERIOR Full factory 1M Coupé body kit, Studie customised rear diffuser section, Varis vented carbon bonnet, dry carbon rear wing, wet carbon front and rear lip spoilers, AC Schnitzer roof spoiler, carbon mirror covers

    INTERIOR #Recaro RS-G CL driver’s seat, #Recaro-Sportster-CL100H passenger seat, omamori
    Fitting the kit as-is would make it a 1M clone so I wanted to customise it.
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    4.6 V8 1 SERIES Totally transformed 135i

    SLAKE THE INTERNET

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

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

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

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

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

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

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

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

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

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


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

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


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


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


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

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


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

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


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


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

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

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


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

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

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

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


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


    THANKS Joey Gaffey, Matt Medeiros, Wing Phung and the rest of the team at #Performance-Technic , Charles Wan at Revozport, Mike Benvo at BPM Sport, Stan Chen at ToyoTires, Jason Overell at Targa Trophy, DTM Autobody and Sam at AutoTalent
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    TUNED E82 135i

    Small and Mighty You wouldn’t think it, but this subtle looking 135i happens to be packing around 450hp.
    Cornwall-based Matt White turned an already fast 135i M Sport Coupé into a brutal M3 beater. Here’s how he did it.

    There was a suitably dramatic atmosphere when we went down to see Matt White’s beastly 135i M Sport Coupé in Cornwall. It was the wettest start to the year for decades, howling winds were uprooting trees and damaging property, and the original shoot location had to be abandoned due to coastal flooding. I say suitably, because there’s something very dramatic about this modified 135i, which now kicks out 450hp-144hp more the standard model. Matt’s choice of a 1 Series might seem puzzling when you look at the car history that preceded it.

    After a series of hot hatches, he’s owned some seriously fast cars: a Porsche 996, Audi S5, and BMW M3s in both E46 and E90 flavours. To go from something like a V8 M3 to a 135i seems like a downgrade on paper, so why do it? “I thought I was getting a bit too grown up! I wanted something that popped and banged again, and had turbo noises. Something a bit fun,” he says. He’d also heard how tuneable the twin-turbocharged N54 3.0-litre straightsix can be, and there was no way his next car would stay standard. “I like putting my own stamp on things.

    I don’t really think I should be driving around in a car that anyone else can just go and buy from a car dealer. I’m enthusiastic about cars, I like being individual, I like to modify them,” he explains. The base car he sourced was a good starting point. It had reasonably low mileage, had the wheels nicely sprayed in gloss black, and had a set of six-pot Brembo brake callipers with BMW Performance discs. “I’m a firm believer in not sticking loads of power in unless you’ve got the anchors to stop it!” he laughs. It also had decent amount of power compared to a standard 135i, with a 380hp remap via a JB4 ECU from US firm Burger Tuning. Looking to the ‘States to modify the turbocharged ’six is a common choice, as Matt explains: “Not many people in England change these cars, but in America they seem to be all over it.”

    The JB4 is a versatile thing to have, too. It allows the driver to choose what map to set the car on, from the standard power output upwards. How far up is dependent on what other modifications are present. Matt had his eye on a number of parts to get the sort of power he was after, so a trusted local BMW specialist where a friend of his works was chosen to carry out the work. Matt was impressed by the good reviews of Burger Tuning over other US firms such as Cobb, so promptly ordered one of Burger’s dual cone filter units. To further help the car breathe, a set of decat downpipes went on. There was no way he was going to trust the standard valves with the big increase in boost pressure, so these were ditched in favour of Forge recirculating valves. Gear shifting speeds, meanwhile, were aided with the fitting of a Burger clutch stop and clutch delay valve.


    The exterior was standard, but Matt wanted it to reflect the firepower underneath, something he did with a plethora of effective modifications. The ride height was dropped courtesy of a set of Eibach springs, a front splitter was added and the boot was treated to a subtle BMW Performance spoiler. The most noticeable change is at the rear, where a Reiger carbon fibre diffuser was fitted, with a quad exit exhaust replacing the standard car’s twin-exit unit. It hasn’t all been plain sailing, though. They say bad things come in threes, and that was certainly the case in one stage of the project. A misfire under heavy acceleration was the first and a tiresome investigation finally uncovered the cause: a faulty spark plug. Easy enough to change, but then the next issue reared its head: the serpentine belt snapped. Matt was 40 miles from home, but just managed to get back on a single charge by turning off all electrical items. Replacing it was a pain that involved dismantling the front of the car, and then problem number three arrived. When braking in the wet while out for a drive, the car just went straight on, clouting a kerb in the process. Fortunately, the only damage was a bent track rod end, which was easy and cheap to replace – despite the irritation caused by the car being out of action while waiting for the replacement part to arrive. Matt initially thought spilt diesel was to blame, but after researching the Federal 595EVOs that came fitted to the car, he concurred that the boots were the likely cause – it turns out they’re notoriously bad in the wet. Matt’s since swapped them for Goodyear Eagle F1s, which haven’t skipped a beat.

    The car was put on the rollers for a session to see how much power it could now crank out. The result? With the turbos running at 15.5psi, the result was 430hp. It’s now even higher than that. A Forge frontmounted intercooler has since gone in, and while it’s yet to go back on the rolling road, Matt estimates that the power should now be at more like 450hp. That’s not far off a 50 per cent increase over the standard car’s power. The results are profound; this is a seriously quick car. It has not only enough power to easily blow away the limited-run 1M, but also enough to outgun its V8 M3 big brother. “With the sort of power it’s at, it’s an absolute license killer. The back end is so lively, if it didn’t have traction control I’d be dead by now!” Matt laughs. On the subject of traction control, Matt is realistic, he’s doesn’t shun electronic aids and understands the part they play on modern, powerful cars. “The traction control system is good on BMWs, they give you a bit of slip and it’s not killing the fun. It lets you play.” The beauty of having the steering wheel switchable mapping feature of the JB4 is he can tailor the power output to his needs, should the conditions be unsuitable for the full dollop of power. He has become used to the full dose, however, so the standard map now feels tame: “At 306hp now it feels like it’s not even moving!”


    With an E90 320d Touring as a company car, Matt’s 1 Series can be saved for the fun side of driving; be it trips to Castle Coombe for track days and Santa Pod for quarter-mile blasts, meeting up with fellow car nuts, or just driving for enjoyment. As far as the future goes, Matt needs to get all that power down effectively, something which a limitedslip differential should sort. “I’m at the point where if it’s wet, in fourth gear if you floor the throttle it’ll spin. In second gear if it’s dry it’ll just light the rear wheels up. I’ve got to get a better differential. It’s hard to do on it because the ring gear is welded to the diff.” Matt is looking at a Quaife item, but with it being such a big job, it’s something Matt’s held off on for the time being. Once that’s finally done though, even more power is planned. A liquid methanol injection system, again from Burger, will take the power up to 490hp, the limit of the standard factory turbos. With upgraded blowers, 650hp is a possibility, but with that figure stretching the limits of the engine internals, Matt says that he’d go for a comparatively conservative 550hp, should he go down that route. If that’s something he chooses to do, we can’t wait to see the results.


    TECHNICAL DATA Modified #BMW-E82 / #BMW-135i-M-Sport-E82 / #BMW-135i-E82 / #BMW-135i-M-Sport / #BMW-135i

    ENGINE & GEARBOX: #N54 / #BMW-N54 3.0-litre twin-turbo straightsix, #Burger-Motorsport tuning #JB4 ECU, dual cone intakes, recirculating valves and decat downpipes, #Forge front-mounted intercooler.
    CHASSIS: #Eibach lowering springs
    BRAKES: #Brembo six-pot callipers, #BMW-Performance discs
    WHEELS & TYRES: Standard M Sport wheels, painted gloss black
    EXTERIOR: Front splitter, #BMW Performance boot spoiler, #Reiger carbon fibre rear diffuser
    INTERIOR: BMW Performance gear knob with Alcantara gaiter, hard-wired TomTom satellite navigation
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