- Post is under moderationCAR: BMW / ANDREW EVERETT / #BMW-E36 TOURING / #BMW-3-Series-Touring / #BMW-E36 / #BMW-3-Series-Touring-E36 / #BMW-3-Series-Touring-E36 / #BMW / #BMW-3-Series / #BMW-3-Series-E36
Quite a lot’s happened in the past month; there’s been a significant clear-out and all I’m left with is the blue E32 730i and the green 318i Touring. The black E90, which I never gelled with (not a bad car, but too difficult to fi x, even in basic 320i guise), and the purple 318ti Compact have left the building. The latter is with its new owner somewhere in Scotland.
That Compact was a nice thing, but I had no use for it; it was basically in the way, so the £800 I eventually got for it and some parts, will certainly prove of more, practical use. In fact, it owed me next to nothing and, after eight years and 75,000 miles of reliable motoring – including a dozen track days – it really did a sterling job!
I’ve been running an E87 118d for another motoring title, and that’s been an excellent car that’s taken the heat off the green E36 Touring, which will need some welding before the next MoT comes around.
The backs of the sills are pretty much knackered and, while the brown, body-lightening disease is spreading around the rest of it quite well (rear arches mainly), I couldn’t care less about that. But want the car to be sound enough to pass the MoT.
It’s been very reliable, of course (more so than the much younger E90), but a clonk and a loud rattle from the rear signified a broken rear shock top mount. This took an hour to fi x at most, and minimal cost as I have a box of them in the workshop. But, with 175,000 miles now showing on the clock, it continues to be a most useful vehicle that does just about everything.
Has anything arrived though? Well, nothing of note. As another warning about the dangers of buying cars unseen from salvage auctions, I chanced my arm on what was badged as a ‘330Ci Coupé’ – not bad for £275, and ideal for a few laps of Croft. The trouble is, it wasn’t. Had I been wearing my reading specs, I’d have noticed that it was actually a 2.2 320Ci. Upon collection, it turned out to be complete rubbish. Still, I pulled it to bits, sold the engine, diff ’, wheels and panels, quickly tripling my investment. But I struggled to get £60 for the black leather trim. Ah well, you live and learn…
Unfortunately, not a 330Ci. That’ll teach me to buy ‘unseen’!
My #BMW-318ti-Compact has moved to Scotland. It was a great little car that served me well. / #BMW-318ti-Compact-E36
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Classic exhaust for #BMW-E36 / #BMW / #BMW-M3 / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-M3-E36 / #Milltek / #Milltek-Classic-Exhaust-System / #Exhaust-System
Milltek has released detailed specs on its Classic system for the E36 M3, in both 3.0 and 3.2 guises. These exhausts will fit coupé, cabriolet and saloon models and Milltek also offers system solutions for both the E36 325i and 328i models in the same range.
The Milltek Classic range for the E36 offers a solution from the downpipe back, bringing aesthetic improvements and power gains along the way.
A hi-flow catalyst bypass pipe reduces mass by a useful 9.15kg, delivering a helpful performance increase plus an improvement in throttle response.
Manufactured at Milltek Sport’s own UK factory entirely from #Type-304 stainless steel, the Classic’s cat bypass pipes have been designed primarily for track day or race use, and for markets which don’t require the fitment of catalysts under emission laws. Removing the catalysts will offer the best possible flow rates, although a remap may also be required in some cases.
The rest of the system is also made from Type-304 aircraft-grade stainless steel, and features high-flow, mandrel-bent pipework, Each one is gas-flow tested to ensure maximum performance throughout the rev-range, and offers a sonorous straight-six exhaust note.
The finishing touch to this system is the back-box, which can be fitted to either the #Milltek-Classic system, or indeed, in isolation to an OEM front-half, for those enthusiasts looking for an improvement in looks and sound at a cost-effective price. The systems for the 325i and 328i are very similar in design, but offered as half rear systems only. Prices start from £495.97 + VAT (325i/328i half system) and, for more information, visit: www.milltekclassic.com
The new #Milltek-Classic-exhaust-system exhaust system offers options to fit #BMW-325i-E36 and #BMW-328i-E36 models, as well as the M3.
Classic rear silencers and cat-replacement silencers for the E36, from Milltek.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationFORCED INDUCTION FRENZY!
BOOST MODE #Stunning 610 whp turbocharged E36 M3 turns up the heat. Cars are meant to be driven and it was that realisation that took this E36 M3 from mild to wild.
JUNKIE BOOST Words: Elizabeth de Latour Photos: Patrick Lauder
Dean Yarza never intended for his E36 M3 to turn out this way. He’d always wanted one, that much he did know, and finally owning one was the fulfilment of a high school dream, even though it followed a modified E46 M3 ZCP. You might have thought that his former car would have been the keeper, the big one, because it was an E46 M3 after all, but life’s not always that straightforward. That Dean has been dreaming about owning an E36 M3 since his high school days is no surprise; this is a man who, briefly, owned a hand-me-down E21 323i as his first car and who admits to having been interested in BMWs since first being able to drive.
The Carbon black 2005 E46 M3 that he purchased in 2006 was where his BMW journey began proper, Dean having experimented with numerous vehicles prior to that. “I’ve basically modified everything I’ve owned since high school, giving in to the typical sickness the everyday car nut suffers from and I do not discriminate when it comes to the hobby,” he grins. This explains why his car ownership history includes an Acura Integra on nitrous, a couple of Saleen Mustangs and a Saleen Cobra, all of which ended up running over 500whp courtesy of aftermarket superchargers, a Ford F150 truck and even a couple of Yamaha R6 bikes. It’s a varied, colourful automotive past in which Dean has sampled all manner of modified machinery and that most certainly did not stop when the M3 entered his life. “I modified it with all the NA boltons including long tube exhaust manifolds, performance pulleys, air filter, 4.10 gearing and a performance tune. The exterior was also fitted with the full line of Vorsteiner VSL pieces – front bumper, rear deck lid and diffuser. 19” BBS LM rims and a Brembo GT brake kit were also installed,” completing what sounds like a thoroughly sexy and sorted M3. So why the switch from 46 to 36?
“After parting with my E46 M3, I yearned for another M and, more importantly, something to give me purpose, spending hours on forums researching and purchasing parts. At the time, it was the perfect platform to satisfy the need to handle, perform, and modify while being fairly painless to attain,” explains Dean though, in truth, the E36 did almost put the brakes on his modding addiction but, as we all know, you just can’t fight it…
“As many E36 owners know, it’s a bit tough to find them in a non-abused state in today’s market,” he says, and he’s not wrong. “After failing to find one to my liking for a few months, I put out a wanted add online and, amazingly, received a response for what was almost exactly what I was looking for. Prior to my search, I’d curbed my expectations, accepting the fact that these cars are close to 20 years old and I wasn’t going to find a gem. My initial want was just for a clean-titled, decent paint/interior M3 knowing that 90-110k miles would be the norm. What appeared in response to my add was a single-owner, excellent condition M3 with only around 33,000 miles, completely stock, still with the break-in instructions applied to the windscreen, as well as the original window sticker still in the glove compartment. It was far too pristine but in no way would be passed up.” That sounds like a once in a lifetime find to us and it would have been very silly of Dean to turn down the opportunity to own such an immaculate car, but it was the car’s virgin state and lack of miles that presented Dean with a bit of a quandary. “Prior to finding one with such low mileage, my plans were night and day from what the car is now,” he says.
“I initially only wanted something I could drive every day and everywhere, occasionally having weekend duty for spirited driving in the hills. To do this, I planned nothing more than a capable coilover set and a nice wheel and tyre combo. In a way, I just wanted a cool car I could really beat on and not care too much about,” but obviously that couldn’t happen now and a different approach to the whole ownership and modding outlook had to be taken. In fact, as we mentioned earlier, Dean wasn’t even sure whether modifying was the right thing to do. “As I did not plan to find such a low mileage/collector type of car, it was a tough decision to modify,” he says, before adding “ but eventually the bug got the better of me,” and so things began to happen.
Suspension and wheels came first, as per his original plans; “Knowing that I did not participate in high performance driving/autocross events, I was looking for something simple in terms of handling and comfort,” Dean explains. “The Bilstein PSS9 kit fits this bill as it is a basic coilover setup which is not too aggressive while offering, in my opinion, one of the most comfortable rides for a coilover while still improving handling capability. Along with this, I’ve also chosen a set of Dinan front and rear strut braces and a BMW X-brace, which is found as standard on the M3 LTW.” Handling benefits aside, the adjustable ride height of the PSS9s means that Dean has been able to dial-in his perfect stance and the drop he’s gone for is serious; those front arches are a hair’s breadth above the rubber while at the rear he’s got the tyres tucked just past the edges of the lips and the result is spectacular.
As far as his wheel choice is concerned, for many BBS fans it’s the holy grail for both modern and classic BMWs alike and a wheel he has a lot of love for. “It was only fitting that for a classic M3 I’d want to stick with classic wheels. My favourite wheels for the BMW have always been BBS LMs, I feel you can put these on any car and drastically improve the look, especially European applications. I owned a set on my E46 M3 and had nothing but positive experiences with them in regards to looks, performance and strength. You get what you pay for with wheels and in my eyes, they are half of the car. I did consider other wheels but this was very short-lived, I was set on LMs for my build. It turned out to be very difficult to find a set, though, as 18s were much harder to come by than the typical 19” and above. Luck still was not on my side which forced me to become a little more creative and experiment with a set taken from a Honda S2000. This presented a bit of a challenge as the offset and PCD were different but after some research I found a local wheel customisation shop which was able to adjust bolt pattern as well as offset to get them to fit correctly.”
It’s safe to say it was worth the effort as the LMs look so good on the E36, as they do on just about any BM, and here they’re finished off with a BBS stud conversion kit and those iconic red centre caps.
That’s all well and good, but the real reason we’re here is for what’s under the bonnet and it took a bit of a personal revelation for Dean to make the huge leap from mild NA mods to off-the-scale, full-on forced induction fury. “I found deals on the basic bolt-ons such as a Dinan CAI and Dinan exhaust and the car stayed in this state for quite sometime as I did not want to overly modify it, risking an adverse affect to the car’s value considering its mileage.
Eventually, realising that cars are meant to be driven and I would not be satisfied until I had it the way I wanted, I decided to open the floodgates and enjoy it while I have it,” he says and this is definitely the right philosophy. “After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build, beginning with the actual turbo, a Garrett GT35R and SPA T3 manifold, fuel components, Cut-Ring head gasket, and Zeitronix data logging gauges and equipment, the essentials I needed to get started. After a year acquiring these components – and then some – it was all installed in one shop sitting, taking a few months to complete.
“The car was taken to David Tran at 4B Auto in Santa Clara, CA; David is known to have built some of the fastest turbo E36s around with upwards of 1000hp, so I knew I was in good hands with this build,” says Dean. “The motor was disassembled, having to remove the head for resurfacing, while upgrading the head studs with an ARP2000 10mm stud kit. From there, the stock head gasket was also upgraded to an 87mm Cut- Ring head gasket. When the head returned from resurfacing, the SPA T3 turbo manifold was mounted while the Vanos was also rebuilt and the head was finally ready to install. Once the engine was reassembled, various changes were made including upgraded fuel components such as a Rally Road high-flow billet fuel rail, 115lb high impedance injectors, and an Aeromotive adjustable fuel pressure regulator. The intake manifold was also swapped for an M50 model for better flow. Impressive to say, the engine was able to fire up at first attempt with no hiccups. David’s engine work was one of the smoother processes throughout.”
High praise indeed and there’s nothing better than a true turn-key conversion that just works, especially after such a huge amount of work. A quick glance at the engine spec is all you need to know that this is a serious performance project but all that research and time spent on it was absolutely worth it.
It enabled Dean to pick the best components and the ones best suited to helping him achieve his end goal, and all that work has yielded some astonishing numbers. Peak power now stands at 610whp, which is around 700hp at the crank however you like to do your calculations, and is backed up by 571lb ft of wheel torque, both serious numbers and definitely plenty to be getting on with.
Obviously, as well as the suspension upgrades that were carried out before Dean let loose, the chassis and transmission have received further modifications to be able to cope with that huge increase in output over stock. First of all, there’s a big brake kit in the shape of Brembo’s GT kit and before we even get onto the specs those red calipers are just killer and work perfectly alongside the red detailing on the LMs and against the white bodywork.
They do, of course, deliver on the braking front too, but then you’d expect nothing less with four-pot calipers and 355mm discs stationed up front and only a fractionally smaller pairing located at the rear. As far as the transmission is concerned, Dean has bolstered the ZF five-speed manual gearbox with a selection of UUC components, including a twin-disc flywheel/clutch combo, steel clutch line, and short shifter, all of which combine to allow it to far better cope with all that power and torque.
What we really love about Dean’s E36 M3, and we love everything about it, is the fact that, really, there’s no way for you to know just how much power is lurking beneath that pristine white bodywork. Obviously it’s not a stock car, but he’s kept all of the styling within the spectrum of normality and as a result there’s little to suggest that this might be nothing more than a lightly breathed-on older M3. “My intention for the exterior was something not too aggressive; basically maintain the stock look and body panels yet add some touches to give a slightly more aggressive look,” and we’d say it’s mission accomplished. Euro lights have been sourced from ECS Tuning and fitted all-round, along with a set of ZKW HID projector headlights; a Max Velocity RS front lip sits beneath the front bumper for a hint of extra aggression, while at the rear there’s a Mateo Motorsports diffuser and a sexy UUC adjustable carbon spoiler. The interior has been kept largely standard, bar the addition of numerous gauges and a few minor tweaks that enhance what was already there. The Vader front seats, finished in Mulberry-colour leather, have been left alone and Dean has added some M3-logo’d mats, a customwrapped Euro three-spoke steering wheel and MT Shift Boots alcantara gear lever and handbrake gaiters to complete the look.
Four years of ownership are what it’s taken to bring the E36 to this level and while it has clearly been worth the effort, there has been a lot of it involved in getting the car to where it is. As Dean himself says “I currently have no plans for a next car, other than possibly a modern 5 Series daily driver. At this point, I may have exhausted all energy to even think about starting yet another project,” and that’s something we can all relate to it, that feeling of near-exhaustion when you’ve “finished” a project, or at least got it to the next stage of its evolution. Of course, this M3 has not finished evolving, not in the slightest. “A contingency plan is actually already in place,” says Dean.
“Simultaneously with the turbo install, I have also been working on a fully-built spare motor capable of 1000hp, which was also completed about the time the turbo install was competed. Also on hand is a full drivetrain upgrade, which includes a Euro six-speed 420 Getrag transmission, DSS six-bolt 1000hp driveshaft, upgraded rear axles, and a large case 210mm limited slip differential from a 1990 BMW 750iL.
The only future decision to be made now is which turbo and manifold configuration to fit. With the upgraded turbo and motor, the car should be able to generate and handle even more power with ease. If any mishaps were to occur, these components are ready, that is if impatience does not get to me first and I proactively go ahead with the swap.”
That’s a very sensible approach to take with a completely unhinged project, and we whole-heartedly approve. Dean’s E36 is pure performance: there’s no frivolity here, it’s full-on, focussed and furious with it, and we love it.
“After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build”
TECHNICAL DATA FILE #BMW / Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #BMW-M3-Turbo / #BMW-M3-Turbo-E36 / #Garrett / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E36 / #BMW-3-Series-M3-E36 / BMW
ENGINE 3.2-litre straight-six #S52B32 / #S52 / #BMW-S52 , Cut-Ring 87mm head gasket (stock compression), #ARP2000 head studs, #Garrett-GT3528R dual ball-bearing turbo, #SPA-T3-turbo manifold, 610x305x76mm front-mount intercooler, #Tial 50mm blow-off valve, Tial 44mm MVR wastegate, M50 intake manifold, #Mishimoto coolant overflow, Mishimoto performance aluminium radiator, #Steward high-performance water pump, RK Tunes E85 turbo tune and MAF, 115lb high impedance injectors, Rally Road high-flow billet fuel rail, Aeromotive adjustable fuel pressure regulator, Vibrant intake filter, custom fabricated 3” stainless steel down pipe and exhaust system, #Vibrant turbo muffler, #Radium-Engineering oil catch can, #Radium-Engineering 12 micron fuel filter, Racetronix Fuel Pump wiring harness, Walbro 485lph fuel pump
POWER AND TORQUE 610whp, 571 lb ft wtq
TRANSMISSION Five-speed #ZF manual gearbox, UUC twin-disc flywheel/clutch kit, #UUC steel clutch line, Rally Road clutch pivot pin, #UUC-EVO3 short shifter with double shear selector rod, #Vorshlag polyurethane transmission mounts
CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-LM wheels with 235/40 (front) Hankook Ventus V12 Evo2 and 255/35 (rear) Toyo Proxes R888 tyres, BBS red centre caps, #BBS stud kit, #Bilstein-PSS9 coilovers, Vorshlag polyurethane engine mounts, #Dinan front and rear strut braces, #BMW OEM X-brace, #Brembo GT BBK with 355x32mm two-piece discs and four-piston calipers (front) and 328x28mm two-piece discs and two-piston calipers (rear), #Hawk HPS brake pads (front and rear)
EXTERIOR Alpine white, ZKW HID projector headlights, ECS tuning European front clear corners, side markers and rear lights, Max Velocity RS front lip, Mateo Motorsports rear diffuser, UUC three-way adjustable carbon fibre spoiler
INTERIOR Custom wrapped European three-spoke steering wheel, MT shift boots Alcantara gear lever and handbrake gaiters, Rally Road steering column dual gauge pod, LeatherZ centre gauge pod, Turbosmart Eboost2 boost controller/gauge, #Zeitronix ZR-2 wideband AFR, ECA-2 ethanol content analyser, ZR-2 boost and ZR-2 fuel pressure gauges
Hard-pipe-mounted Tial blow-off vlave.
Turbo is hidden away, only the air filter is visible in the engine bay.
Interior home to various gauges plus Alcantara gear and hand brake gaiters.
Gorgeous 18” BBS LMs and #Brembo-BBK .
Up front, HID projector headlights with angel eyes.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationRazzle Dazzle Wild, wide-body, air-ride E36 M3. Beneath the jarring geometric shapes and black-and-white lines, there’s a pretty astonishing M3 hiding in here. And the deeper you dig into its story, the more mystery and intrigue you unearth… Words: Daniel Bevis. Photos: Brian McGee.
The Zebra M3’. That’s a name a lot of people seem to throw at this car. But have you ever seen a zebra with stripes like this? That’d be one funky-looking equid. No, the style you’re seeing here is a retro mind-melter known as ‘dazzle camouflage’. We know what you’re thinking – camouflage is meant to blend you into the background, right? Like the traditional greens and browns of army gear, or the beige tones used for desert combat. But what can possibly be so jagged in black-and-white that you could morph with its style like this? Some sort of explosion in a print factory? No, the idea here is not simply to hide, but to hide in plain sight; to confuse and distort. Dazzle camo first appeared on ships in World War I, its deliberately interruptive patterns intended not to conceal the vessels, but to make it impossible to judge how big they were, how fast they were going, and how far away they were. And that’s why the offbeat camo works so well today on a wide-body Pandem E36 M3, and makes those three questions are easy to answer. How big is it? Very, thanks to those Rocket Bunny extensions. How fast is it going? Again, very – it’s an M3. How far away is it? Sweetheart, it’s totally in your face.
The act of being totally in your face is all in a day’s work for Carl Taylor, of course. He, as some of you will be aware, is the driving force behind the Players shows as well as a marketing superhero for Air Lift, and what he doesn’t know about badass show-stopping rides could be comfortably felt-tipped on the back of a postage stamp. The germ of the idea that led to this car in fact appeared back before Wörthersee 2014, when Carl and Rotiform’s Brian Henderson built a pair of E36 Art Cars with Rocket Bunny kits; a 323i and a 325i. “I loved driving that car, and I decided I needed to build another one once I moved to the States… but this time with more power,” he recalls. “So I bought an M3. I found it locally after I moved to California – it was in pretty good condition, the paint was sunburnt but that didn’t matter as I was planning to wrap it anyway,” he says.
Now, you don’t get to be the figurehead of an industry powerhouse like Players without having a few ideas buzzing around the ol’ brainbox – here’s a man who, after all, can count around fifty cars in his personal history with every single one of them being modified in some way or another – so of course he had a plan for the car. Its fate was written in the stars before he’d even hauled it back to his sun-drenched new home. “I’d broken up the Wörthersee car and saved some parts from that,” he explains. And before the scene knew just what had hit it, Carl was delivering a sucker punch at SEMA 2014 with a fresh, super-wide new build. It wore a minty green Tic-Tac race livery, chosen to emulate the Team Valier E30 M3 that used to race in the DTM, but caricaturised to be broader, fatter, meaner, scarier. The E36’s stock arches were unceremoniously savaged to allow the fitment of a full Sarto Racing kit, with non-M bumpers swapped on to flow more cleanly with the new lines. A set of colossal Rotiform ROCs filled the arches, resplendent in satin gold, and – inevitably, given Carl’s line of work – a top-of-the-range Air Lift setup found its way in. It had a full-on race car look inside; Cobra bucket seats, a rollcage, not a lot else. The effect was pleasingly startling, Carl’s decades-old coupé with its relatively short (but nevertheless superbly well-chosen) spec list more than holding its own against the show’s multi-million dollar builds. What’s key with projects like this, you see, is being relatable as well as aspirational. When you make something as awesome as the Tic-Tac E36, you can shift a lot of wheels, and air-ride kits, and seats, and bodykits, and… well, you know how the game’s played.
The game, naturally, never stops. Not for a second. So it was imperative for Carl to shake up the formula right away; the car would be returning to SEMA the following year, and it had to be rocking some significant changes. You can’t stand up on a Broadway stage and sing the same song twice. The next thing we knew, the broadhipped M3 was wearing a fresh Art Carinspired wrap, emulating that Wörthersee road trip that kicked the whole process off, along with a Rocket Bunny Pandem kit, a jarring set of Rotiform USF wheels (a sort of double-three-spoke affair, very retro JDM) and a raft of detail changes. The scene was set for the car to once again break necks and steal hearts at the world’s largest aftermarket tuning show.
Except that, as is his wont, Carl changed his mind at the eleventh hour. “Six weeks before SEMA 2015, I decided to change it a bit,” he says, dabbling masterfully in understatement. Indeed, you’ve probably spotted the car’s not dolled up like an oldschool Art Car in these photographs; no, we’re back at the dazzle camouflage motif we opened with. And there’s also a V2 Pandem kit thrown into the mix. This isn’t so much hiding in plain sight as just running up to people in the street and smacking them across the chops with an embroidered leather glove. If you want a fight, sure, this angry M3 is definitely spoiling for a rumble. “Being a sales manager for Air Lift Performance, I had to equip the car with the latest 3H system with Performance struts,” Carl reasons, “and we had Because Bags create a custom rollcage install for it too.”
This really is a sight to behold, the way the tanks and hardlines caress the cage like one of those terrifying metal spiders in The Matrix. It’s details like this that steal the SEMA headlines. “I only ever run Rotiform too,” he grins. “The design was left down to Brian Henderson, however I did choose the Corky Pink finish myself to add some colour to the car.” Yep, you certainly can’t argue with the logic of that. Those flashy fourspokes do stand out, don’t they?
“We’d just decided that we really needed to make a change if we were going to return to SEMA with the same car,” Carl shrugs. “We had the race car interior theme reworked with some custom Cobra Suzuka Pro seats, and the wheels came out perfectly, the finish is amazing – I think they’re my favourite part of the car. The rebuild took Vaderwerks around two weeks to finish up, with the kit install and then wrapping it and setting the air up with the new wheels. Everything worked out perfect.”
Now, it’s probably time to address the elephant in the room. SEMA 2015 was a little while ago… so why are we featuring the car now, in 2017? Well, this ‘zebra’ evolution was only one step of many along this everevolving car’s path. Things have happened between then and now. Important things. “The car was sold before we were even back from SEMA,” Carl admits. “Someone heard about the project and made an offer, so it was time for something else. I regret selling this car, to be honest, as after all the work it looked the best ever.”
But he needn’t be sad, as the car’s latest curator isn’t one to rest on his laurels or let the grass grow. Dylan Coleman is the name to watch – you may know him as @hawaiianeze on Instagram – and he’s a man with more than a few plans. Dylan’s set up a pretty astonishing business in Hollywood, you see: he and his father, Lee, are the brains behind StreetFighter LA, and they’ve been working with the fabled Long Tran at LTMW to kick out some pretty mould-breaking builds. “I was looking for another project to start after we parted with our #ProjectHulk Liberty Walk Challenger,” he explains. “I’d come from a BMW background, and the E36 M3 has always been one of my favourite models. While looking around for potential cars, our friends at Rotiform Wheels contacted us and just so happened to know someone who was looking to sell…”
Yes, Sherlock, that person was Carl. So Dylan was cruising around LA in one of the world’s best-known BMW builds. That must have felt pretty good? “Well, yes and no,” he says. “We brought the car back to Los Angeles after SEMA, where I started to use it as a daily driver while we were finishing up some other projects. But although the car was a great build that caught the attention of everyone on the road, I never truly felt the connection like I did with my past projects; with high mileage and a stock engine it was time to look to start rebuilding or swapping the engine…”
But that, friends, is another story for another day. You’ll just have to keep an eye on your favourite BMW modifying magazine for the next chapter. For now, however, let’s leave Dylan basking in the glory of Carl’s achievements, sprinkling on some of his own unique blend of magic, and formulating his plan of attack to take this iconic build to the next level. Hiding in plain sight? Boy, it sure is dazzling.
TECHNICAL DATA FILE #Wide-body #Air-ride #BMW-E36 / #BMW-M3 / #BMW / #BMW-M3-E36 / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E36 / #BMW-3-Series-M3-E36 / #Rotiform / #Air-Lift-Performance / #Air-Lift / #BMW / #BMW-M3-Wide-Body / #BMW-M3-Wide-Body-E36 / #BMW-E36-Wide-Body / #BMW-E36-Art-Car / #BMW-Art-Car / #BMW
ENGINE AND TRANSMISSION Stock #S52B32 / #S52 / #BMW-S52 3.2-litre straight six, full #Magnaflow stainless steel exhaust system, #K&N induction. Five-speed manual gearbox, welded diff
CHASSIS 17” #Rotiform-RBQ wheels in Corky Pink with 235/45 (front) and 255/40 (rear) Toyo R888 tyres, full #Air-Lift-Performance-3H airride System
EXTERIOR #Rocke-Bunny-Pandem-V2 wide-body kit with #Downstar fixings, custom-designed 3M wrap by JD Wraps installed by #Vaderwerks , #AC-Schnitzer mirrors
INTERIOR #Renown steering wheel, custom Cobr a Suzuka Pro seats, #Wiechers roll cage, custom Because Bags roll cage-mounted #Air-Lift install
THANKS Gino the Master Sepe at Vaderwerks, Brian, Jason and the Rotiform team, Mark and Adam at Cobra Seats, James and Ken at Because Bags, Corey and all my Air Lift Colleagues, Russ and Erik at JD Wraps, Paul Kitch at 3M, Stan at Toyo Tires, 714 Tires, LTMW, Magnaflow, and Renown
“I had to equip the car with the latest 3H system with Performance struts”
“The wheels came out perfectly, the finish is amazing - I think they’re my favourite part of the car”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationThis E36 M3 R is one of the rarest of the rare, but that didn’t stop one owner beefing it up to be a full-on track terror. Words and photos: Chris Nicholls.
FULL-ON BMW-E36 / BMW-M3 R Hardcore Australian special
GYM JUNKIE UNICORN Ultra-rare E36 M3 R from Oz
Just 12 E36 M3 Rs were made available to the public back in the mid ’90s by #BMW Australia. Built, as some of you may know, to be the ultimate non-GTR E36, the cars were basically Group N racers for the road. They came with full Motorsport Group N suspension, a tweaked engine putting out 325hp (more than any E36 M3 other than the GTR), AP Racing four-piston brakes all-round, the full M3 GT bodykit, plus Super Tourer wing and extendable splitter, and almost all creature comforts, such as rear seats, air-conditioning and fog lights, removed. Developed by the legendary Paul Rosche, then M GmbH’s head of motorsport, and team members from the famous Australian Frank Gardner’s outfit, including Ralph Bellamy - former F1 engineer and one of the men responsible for inventing ground effects at Lotus - the M3 R remains to this day arguably the greatest E36 variant you can actually buy, albeit one that required a racing license when purchasing it new and one that is, unsurprisingly, also climbing in value today.
Which makes it all the more bizarre that this M3 R’s previous owner, Alan Palser, decided to tune it so much there’s basically nothing left of the original car bar the little silver build plate on the centre console. To whit, there’s the DTM Fiber Werkz widebody kit, JRZ dampers with Eibach springs, Turner front and SM Motorsport custom rear anti-roll bars, SM Motorsport custom control arms, Alcon monobloc front and AP Racing rear calipers and two-piece slotted discs, AP racing twin-plate clutch, boot-mounted Speed Master fuel cell with Bosch 044 pump and swirl pot and a range of engine mods, including a very sexy CSL-style carbon airbox, which bring the power up to around 370rwhp. In a car running Hankook slicks on its 11x18” Apex EC-7 wheels, and weighing only 1220kg thanks to being completely stripped and caged, that makes this is one rapid racer indeed. But one that isn’t really much of an M3 R anymore.
So why did Alan do it? Well, there were two main reasons. The first is an all-too familiar story. Having fallen in love with BMWs as a lad growing up in the Group A era, Alan decided he had to have one, and eventually managed to fund the purchase of his third-hand M3 R ten years ago when it had just 40,000km on the clock. However, as one does, he started to chat more and more to people in the club scene and eventually got talked into attending a few track days. And that’s when the bug bit, hard.
“At the time I bought it, I would say the plan was to have it as a road car, but having started to talk to some people in car clubs, they said, ‘Oh, you should come down and join the club and have a go on the track on a club day’. Then once I’d done that a couple of times, I thought, ‘Oh yeah, I think I’m going to enjoy this’. So I once I’d done a couple of those, I started orienting the E36 more towards that and less as a car to drive on the road.”
And once Alan started, he found it hard to stop, spiralling down that route we all know of upgrading ever more bits and pieces. “Once I was on that path, it was easier to continue on it, rather than scrap it and go back to a start point again,” he says. Eventually, after entering a couple of tarmac rallies, Alan decided it was time to develop it fully and, having sent it off to BMW whiz Sam Markov at SM Motorsport in Wodonga on the Victoria/New South Wales state border, things just got even more extreme, eventually leading to a wilder state than it is in now (this engine is its second after the previous fully-built and E85-tuned beast blew prior to the sale to its current owner). As for the second reason, that was more to do with the used car market at the time. Although it might seem silly in today’s climate, despite its rarity, engineering pedigree and extremely finely-honed nature out of the box, the M3 R wasn’t actually all that valuable ten years ago. You could pick one up for less than AU$50,000 (around £25,000) and there wasn’t a sense that they would be a future collectible. Hence why Alan says “I didn’t feel like I was totally killing something that was worth a lot of money at the time.” Of course, thinking about it now, he agrees that were he to do it all again, he would have started with a basic 3 Series shell, but such is life.
Eventually, having arrived at a development crossroads, Alan was unsure whether to replace the engine with an S85 V10 or the like, or sell it to fund something like a Z4 GT3. In the end he decided to part with it, which is where current owner and Avis franchise holder (hence the stickers) Les Sears comes into the picture. A Holden man for much of his time in motorsport, one drive of an E46 back when it was new changed his life forever and after that, Les became a devoted BMW fan, building up quite an impressive collection that currently includes a stock E36 M3, three E46 M3s (one road car, one complete racer and another in the build) and an F82 435i daily. Hence why, when he found out this car was up for sale about a year and a half ago, knowing how rare it was and how much effort had gone into it, he pounced on it.
Of course there was still the matter of the blown engine to take care of before he could enjoy it at his local motorkhanas and track days, and given the previous highly-strung motor’s issues, and the fact the chassis set-up was good enough to ensure speed without huge power, Les decided to tone down the new power plant a little in order to keep it reliable. Thus, right now, it runs a completely stock 3.2-litre bottom end, and only the aforementioned carbon airbox with custom trumpets (on stock runners), K&N pod filter, ARP rod bolts, 296º Schrick cams, Vanos delete and Motec M600 ECU as mods. Despite this, thanks to Sam Markov’s nous (Les kept him on as the car’s mechanic, as unlike for Alan, Sam was local), the car puts down 367hp at the wheels, which as we said is still plenty in a circa-1200kg car, and easily enough to keep Les at the top of the time sheets at whatever event he enters. “Everywhere you take it, if it doesn’t win, it’s always second or third. It’s a quick little car. It’s very, very well balanced, and it doesn’t do it with horsepower, it does it with cornering speed,” he says.
Despite its pace and the fact it’s no longer much of an M3 R though, Les has no desire to risk such a rare car (even in its current state) in actual racing, saying “I’m a little reluctant [to race it]. I don’t mind doing the sprints in it, but once you get into a race meeting, I’d hate to damage it. I’ve got an E46 [an ex-Targa Tasmania machine, no less] which can take a bit of a hit and it’s easy to panel beat, but this thing with that body kit on it, it’s quite hard to start rebuilding that. I’ve got a new E46 being built as we speak too, and when that’s finished I’ll put this car up on blocks and leave it there and won’t race it at all”.
Now, given he’s only had the car for less than two years, such a plan might sound impossibly sad, but it’s actually part of a grander scheme to leave it in as good a condition as he can for his son, who also races. Essentially, Les says that he’ll take the M3 R out every so often just to keep it running until his son takes it over, and continue racing in the new E46 once that’s built. “It’s a new shell that we’ve got in another shed with a new cage through it and I’ve bought all the parts for it. I’ve just got to assemble it, basically,” he says. “I’ll do that the same way - it’ll have a 3.2-litre in it, but the bottom end won’t be stressed out and we’ll just get it to breathe.”
Hopefully both cars can see the use they deserve for many years to come, as although Les is now 69, he has no plans to stop racing anytime soon, and that’s the sort of thing we love to hear. If, however, he does eventually decide to give the game away, not only will he have his son to look after the cars, he’ll also still be able to enjoy them in other ways, saying that “I just get a kick of out of being in the shed and having a cup of coffee with the cars… And they’re not as noisy as the wife!”
S50B32 straight-six has been fitted with #VAC Vanos delete kit, among many other mods, and now makes 367whp.
Carbon blanking plates are most definitely at home in the stripped-out interior.
“Everywhere you take it, if it doesn’t win, it’s always second or third. It’s a quick little car”
DATA FILE / #BMW / #BMW-E36 / #BMW-M3-R / #Apex / #BMW-M3-R-E36 / #BMW-M3-E36 / #Motec-M600 / #Motec / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-M3-E36
ENGINE AND TRANSMISSION 3.2 litre straight-six #S50B32 / #BMW-S50 / #S50 , #K&N pod filter, custom carbon airbox with OEM runners and custom trumpets, #Schrick 296º cams (inlet and exhaust), #VAC-Motorsports Vanos delete kit, #ARP rod bolts, #NGK spark plugs, #Bosch-440cc /min injectors, Bosch-044 fuel pump, custom swirl pot, #Speed-master fuel cell, Evosport underdrive pulley, Turner Motorsport solid engine mounts, SM Motorsport stepped headers, custom 2.5” stainless steel exhaust and silencer, #Motec-M600-ECU . Five-speed manual gearbox, #AP-Racing twin-plate 7.25” clutch, stock M3 R flywheel, #OS-Giken-LSD
CHASSIS 11x18” ET25 (front and rear) #Apex-EC-7 wheels in Anthracite with 20mm spacers (front and rear) and 280/650 - 18 Hankook slicks (front and rear), #JRZ-RS dampers with #Eibach springs, #Turner-Motorsport (front) and SM Motorsport (rear) anti-roll bars, SM Motorsport custom front suspension arms to increase track by 100mm, #SM-Motorsport custom rear trailing arms, SM Motorsport custom bearings and rod-ends, Whiteline front strut bar, Alcon monobloc four-pot calipers with 355x32mm two-piece slotted rotors and Ferodo DS1.11 pads (front), AP Racing four-pot calipers with 330x28mm two-piece slotted rotors and Ferodo DS2500 pads (rear), AP Racing fluid, SM Motorsport custom braided lines and custom pedal box
EXTERIOR DTM Fiber Werkz wide-body kit (customised by SM Motorsport), custom Topstage Composites front bumper and carbon splitter, #APR-Performance rear wing
INTERIOR Brown Davis roll-cage, short-shift kit, RPM SL S/W Comfort suede steering wheel with quick-release hub, Velo Apex-XL seat, Sparco harnesses, carbon blanking plates for centre console and gauge pod, Racepak displayStream item published successfully. Item will now be visible on your stream.
- Post is under moderationFIRE LIGHT
Shafique Bhimani’s E36 M3 has been on an extensive fitness programme, fusing the philosophy of BMW’s fi nest lightweights with properly capable road-and-track ability. This thing is fi t, legit, and fully lit… Words: Daniel Bevis. Photos: Courtney Cutchen.
S54-swapped E36 M3 wide body bruiser
The love child of a Euro-spec E46 M3 CSL and a #US-spec E36 M3 Lightweight. That was Shafique Bhimani’s over-arching vision for this Alpine white E36. Sound lofty? Ambitious? Unachievable? On paper, perhaps, but his clarity of perception has led to a unique creation that more than justifies the ‘CSL E36’ license plates.
“I fell in love with the E36 M3 before I could even drive,” he enthuses. “It’s the car that took me into the deep end, and caused me to waste so much unproductive time learning about cars and modifying them! Something about the boxy, sharp lines that portrayed an aggressive yet elegant look - plus the fact that it punched above its weight and outperformed more powerful cars was hugely appealing. Once I learned of the E36’s DNA and how it came it to be from all of BMW’s motorsport history, I was hooked on the brand. BMW became my team, and you don’t just change teams.”
Yes, we can fully understand that, and having got a bit of modifying practice in with a variety of other cars, Shafique felt that the time was right in 2009 to take the plunge and buy himself an E36 M3 of his very own. The example in the crosshairs had 54k on the clock and was in pristine condition… Oh, and it just so happened to have 380whp with a Vortech supercharger hanging off it. A quick once-over was all it took to get the grey cells banging together, and the lightweight concept was already forming in his mind – so shortly afterwards Shafique bought an ’07 335i as well, just to use as a daily driver so that there was no doubt as to the E36’s fate. This was going to be done properly, entirely without compromise and so, eyes open, he dove in.
“For what these cars cost me, I could have easily purchased a heavily modified E46 M3, or even a new E92 M3 at that time,” he points out, “but I wanted to fulfil a dream I had held for so long. When time, money and opportunity presented themselves, all I wanted was a white, straight-six E36 M3.” Heart, we reckon, should always rule head. Life’s too short to let your dreams die.
Shafique’s shopping list had been quite specific: the additional displacement of the 3.2-litre engine narrowed his search to ’96-’99 cars, and it had to be either Alpine white or Estoril blue – preferably the former, for the BMW Motorsport look. Forced induction was also preferable, whilst still being realistically streetable. This car, located in SoCal rather than his Bay Area hometown, ticked all the boxes. “It quickly became obvious, however, that I wouldn’t be able to exploit all that power on the street without risking either other people or my driving license, so I went on a track day at Sonoma Raceway and I was instantly hooked,” he recalls. “It was an eye-opening experience, and I realised the track was the safe, responsible playground for my car. I also quickly realised the car was not set up for track duty!” Coolant leaks and slipping belts convinced Shafique that his game needed tightening up, and he devoted time to wandering around the paddocks and seeing how the other gearheads approached things. And you know what he discovered? Big boost and stratospheric power levels were nobody’s main angle of attack – it was all about setup, usability, tactility, and durability. He felt very strongly that a naturally aspirated straight-six was the way to go. And what better choice than the E46 M3’s S54?
With this seismic decision made, the E36 was shipped off to Castro Motorsport in Los Angeles to swap in the later motor, and subsequent setup was taken care of in painstaking increments by Dublin, CA-based Performance Technic. “We methodically upgraded each system of the car over the years, and today she is a fully-prepped track weapon that can be driven to and from the track with A/C and tunes blasting,” Shafique beams. “It’s my definition of an uncorrupted driving experience, front-engine/rear-drive, hydraulic steering, limited-slip diff, and a screaming straight-six.”
So let’s take a closer look at just how this mighty spec has been achieved. This S54 produces a solid and reliable 341hp at the wheels, its stock internals being complemented by Epic Motorsport race headers and a custom Performance Technic 3.5” exhaust system, along with a Bimmerworld carbon-fibre air box. Thanks to some ones-and-zeroes tickling in the form of an RK-Tunes Alpha-N tune, power and reliability are both baked right in. It’s not scary-fast, it’s useably fast, and a lot of that swiftness is thanks to a favourable power-to- weight ratio. MCS two-way adjustable suspension and big StopTech brakes combine with a welded-in six-point half-cage with rear strut tower braces, while a rear seat delete, grippy Recaros and a tasty Renown USA steering wheel serve to create a fabulously focused office for Shafique.
“My motto for the build has been to go fast, but look good doing it,” he says. “Function plus form. It was a team member from PTech who introduced me to the Felony Form overfender kit and, well… This is a sensitive subject for me: I love the OEM lines of a stock-body E36, they’re clean and simple, and more often than not aftermarket companies ruin what engineers spent millions to design. Over the years there have been a bunch of wide-body options, but I never loved any of them until I saw the Stanceworks feature on Oli’s yellow E36.
After spending days staring at this kit, I was in love with the E30 M3-esque box flares in the rear, and the OEM-looking front flares. It’s exactly what I was waiting for, OEM on steroids! PTech handled the delicate task of cutting up and re-welding the factory arches to accommodate the flares and big wheels, and RJ’s Paint Shop in Pleasanton, CA did a fantastic job of paint-matching the factory Alpine White.”
The form-and-function approach is very much in evidence from the outside, the Felony Form extensions blending in harmony with the M3 Lightweight aero addenda. The Lightweight, if you’re not familiar, was a limited-run E36 distinguishable by its tall rear spoiler, modified and lightened for motorsport purposes; the door skins were aluminium, there was no radio, carpets were thinner, speed limiter removed, revised axle ratios, forged wheels… It was as much of a legend Stateside as the iconic E46 M3 CSL was in Europe, and it’s the ethos of these two superlightweight factory-modded offerings that Shafique’s sought to emulate. This M3 now weighs 1440kg wet, and that includes the 40kg roll cage. This offers a power-to-weight ratio akin to a Lotus Elise, and remember that it still has a stereo and air con for the journey home.
“The interior is a driver-centred style,” Shafique says. “‘Track setup’ was the priority, then adding what flair I could with the Alcantara steering wheel, armrest, and handbrake. There’s a #BMW Nav Pro head unit by Becker which offers the OEM navigation system only available in the Euro market, Bavsound speaker upgrade, and useful mods like a shift-light from MSD to help keep things in check; the car uses the factory E36 gauge cluster, the redline beginning at 6500rpm and going to 8000rpm, which has effectively become my power band - so having a light flash you in the face is very helpful during hot laps! And the CAE shifter from Hard Motorsport is epic – it transforms the shift feel to something very firm and notchy with zero slop, and the tall knob becomes especially fun on track when you are grabbing the wheel and gears back and forth.”
It’s taken seven years for the car to get to this point, through its various stages of evolution, from schoolboy dream to hardcore track beast, and Shafique’s still making plenty of plans for it. Once you get this deep into a project, there’s just no pulling yourself out, even if you wanted to. Which, of course, he doesn’t, as he’s fully living the dream with this considered approach to road-and-track fireworks.
With so much altered on the car, what do you suppose is his favourite element of the build so far, then? The S54 swap? Those wide three-piece Livery wheels? The unique arches, slathered in Alpine White? “No, I think the party piece is the induction roar,” Shafique smiles. “The S54 loves to rev, and combined with the carbon-fibre air box creates a deep roar that turns into a scream from 7-8k rpm, and no other engine on the planet sounds anything like it!” You see, this is a driver’s car. That’s the point of it. And when it enraptures all of the senses at once like this, you know the job’s been done right.
DATA FILE #S54-swapped / #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #BMW-M3-Performance-Technic / #BMW-M3-Performance-Technic-E36 / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-M3
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , stock internals, Bimmerworld carbonfibre air box, #Epic-Motorsports race exhaust manifolds, custom #Performance-Technic 3.5” exhaust system, #RK-Tunes #Alpha-N tune. #ZF five-speed manual gearbox rebuilt by #Bimmerworld , rebuilt OEM diff with 80% lock and 3.64 final drive, #Rogue finned diff cover
POWER & TORQUE 341whp and 268lb ft wtq @ 8,200rpm redline (on 91RON fuel)
EXTERIOR Alpine white, Felony Form wide-arch kit, M3 Lightweight front splitter, DTM #BMW-M3-FiberWerkz carbon fibre side skirt extensions, #Mateo-Motorsports rear diffuser, carbon fibre replica M3 Lightweight rear wing, roof vinyl-wrapped flat black, fog lamp delete
INTERIOR #Recaro-SPG driver seat, Recaro PP passenger seat, Schroth sixpoint harnesses, Renown USA Alcantara and M-stitched steering wheel with quick-release, custom PTech rear seat delete, custom weld-in six-point half-cage painted flat black with subframe and strut tower reinforcements, sunroof cassette removed, custom black cloth headlining, MSD shift light, CAE shifter, RallyRoad.net Alcantara armrest and handbrake, custom PTech carbon-fibre shift plate
THANKS Special thanks to Performance Technic, the team there has been so integral in bringing my build to where it is todayStream item published successfully. Item will now be visible on your stream.
- Post is under moderationBEN’S BMW-E36 / TOURING / #BMW-3-Series-Touring / #BMW-E36 / #BMW-3-Series-Touring-E36 / #BMW-3-Series-Touring-E36 / #BMW / #BMW-3-Series / #BMW-3-Series-E36
After some time using the poor E36 daily it ended up with quite a ‘to-do’ list that I wanted to get ticked off. So, towards the end of the summer the E36 came off the road (thankfully I’ve since got a new daily).
The E36 had developed a bit of a rattle but one that seemed similar to a customer’s car. So, when disassembling his for repair, I was able to clue myself up as to what it was rattling on mine. The customer suspected worn rockers and supplied a set of #Schrick-DLC followers to fit; however I found that it was the rocker shafts that were really worn. They were in a right state. So I ordered a pair of new rocker shafts for mine, along with a full set of #Schrick DLC followers – not a cheap exercise. I’d noticed mild flat-spotting on mine and seeing as I was taking them out, it was a good time to upgrade.
After raiding the shelves at Hack Engineering I was ready to tackle the rest. I had a leaky sump gasket to replace, a new oil cooler to fit, a new CSF radiator to fit, a coolant temperature sensor to relocate, a new brake servo vacuum hose to fit and so on – lots of relatively small jobs that mount up. To ensure easy access to the sump and to make sure it went back on cleanly (to avoid further leaks) I dropped the whole front crossmember, steering rack, wishbones, the lot. A new sump gasket went on and everything was built back up with new Meyle HD wishbones, new Meyle HD steering arms, new Mondeo drop links, and I also changed the front springs to 10kg/mm items and fitted #BC-Racing topmounts that allow for both camber and caster adjustment.
Next on the list was the oil cooler, and while I was at it I removed the whole oil filter housing, gave it a good clean up and refitted it with a new gasket, filter and O-rings. The cooler itself is a Mocal 25-row item, running -10 lines that #Pro-Line-Motorsport knocked up for me.
Once the engine top end work was complete and the oil cooler lines were run, it was time for the stunning CSF radiator. My previous alloy radiator had sagged and was leaking. The #CSF item is a big upgrade. Fitment was spot-on and was completed with a 16” electric fan.
The final addition was a #VAC-Motorsports temperature sensor manifold. Previously the temperature sensor feeding my clocks was tapped into the thermostat housing so this new piece relocated it to be completely hidden underneath the intake. Now it’s time to add fluids and go – more on that next time.
/ #Hack-Engineering www.hackengineering.co.uk
/ Pro-Line Motorsport www.prolinemotorsport.co.ukStream item published successfully. Item will now be visible on your stream.
- Post is under moderationCLEAN LIVING
Exceedingly smooth and bagged E36. Clean and smooth, this head-turning Touring is brimming with individual touches that really help it stand out from the crowd. Photos: Si Gray. Words: Elizabeth de Latour.
You know what really impresses us when we visit a show? It’s not the wild, no-holds-barred builds that get all the attention and steal all the headlines (though they are undeniably impressive), it’s actually the cars that look great but their owners have taken a much more modest route to making that happen. These builds are all about the subtle, individual touches that really make them stand out and allow their builders to put their own mark on their projects.
Take Andy Guyett’s E36 Touring, for example. There’s no wild body kit, no custom three-piece wheels, nothing outlandish, but it just looks so good and while the applied mods appear to be quite simple at first glance, there’s definitely a lot more here than meets the eye…
“I’ve always been into cars, never football,” begins Andy, “as growing up I was always around cars; my two brothers had all sorts of cool Yank stuff and while I never followed them down that road I have had all sorts of cars over the years. I started off with a white Opel Manta GTE when I was 18 followed by a Fiesta XR2 after which I decided to build something, which took the shape of a 1971 Cali-look Beetle. I ran it as a daily and it wasn’t great as it was very low and just not very well-suited to the task.”
The Beetle was followed by another couple of classic VWs before Andy decided to come over to the Bavarian way of life. “My friend bought an E30,” he explains, “and I loved it. It looked cool so I sold the Beetle I had at the time and bought myself a champagne E30 320i four-door with brown velour seats.” That might not sound like the sexiest of places to start but it ticked Andy’s boxes and started him on the road of BMW ownership which, almost six and a half years ago, led to the purchase of the 323i Touring you see before you.
“My girlfriend had a Clio at the time and after the cambelt snapped twice in two years we decided to get shot of it. The garage where I found this E36 for sale did a straight swap for the Clio and I had a good feeling about the car, it just felt right.” His gut was clearly on the money considering the Touring is still a part of the family, and while it had been purchased bone stock, the fact that Andy had modified every car he’d owned in some way meant that it was not going to remain that way for long. “I always knew what I wanted to do,” says Andy, “but I didn’t know I would go this far with it!”
The styling has been given plenty of attention and this Touring wears a blend of different parts that all combine to give it a seriously meaty look. Step one to its outstanding freshness is a full respray in its original shade of Orient blue and then comes the onslaught of Sport addenda, with genuine front and rear bumpers, side skirts and wide door trims.
The Sport additions make a big difference to the Touring’s looks just on their own, but these have been further enhanced with another layer of styling. Up front, a replica AC Schnitzer deep splitter has been added and this is matched at the rear with a replica #ACS boot spoiler, while a set of genuine ACS mirrors with custom decals complete the Schnitzer triumvirate, and the splitter, diffuser and roof bars have all been painted in Azurite black, which changes from black to blue in the light, adding a subtle individual aspect to proceedings.
The arches have been rolled (you can see why, with the rears receiving a bit of a pull) and there’s been a lot of smoothing going on across the body. The bonnet badge has gone, as has the boot badge and the model inscription. The side repeaters have been removed and smoothed, the petrol filler flap has been smoothed and the rear wiper has been removed altogether, using the first ever Kill All Wipers kit for the E36 Touring. The end result is a car that’s smoother than a wellused bar of soap. The finishing touches are the all-red rear lenses, angel eye headlights and pre-face-lift nosecone. You may have also noticed that Andy is all about those orange highlights, with the custom decals on his mirrors carrying orange script, his stickers printed in orange, the amber front indicator lenses and the flashes of orange paint on his calipers.
That’s something he’s carried through into the interior too. In fact, there have been some big changes in here and the first thing that hits you are the Recaro CS front seats because they look awesome; big sporty seats always make a big statement and act as a centrepiece for car’s interior, which is why it’s so disappointing when high performance models don’t have them, but always exciting when someone’s gone to the effort of fitting a set in their car. Here they sit on custom subframes made by Hard Knocks Speed Shop, while the rear bench has been trimmed to match the half-leather finish of the front seats and fitted with different headrests.
The headlining and A-pillars have been finished in an Alcantara-style material and the doorcard inserts, glovebox lid and trim, centre console, driver’s knee roll and inner mirror covers have all been trimmed in black fauxsuede; it makes for an extremely luxuriousfeeling interior. That’s impressive enough on its own, but that’s not even the half of it; Andy has replaced all of the previously grey interior trim panels with black ones and that includes the entire dash itself, which makes the whole interior look infinitely smarter and he has also replaced the carpet with a black one, none of which is no small job.
The steering wheel has been retrimmed by Royal Steering Wheels, with perforated leather on the sides, Nappa leather on the top and bottom sections, M tricolour stitching and an orange centre marker. A Schmiedmann suede handbrake gaiter has been fitted and Andy has also retro-fitted the 18-button OBC and the start button from a Honda S2000. We’re not done in here yet because the lacklustre standard audio has received a serious upgrade, with an Alpine head unit hooked up to a set of orange-coned Hertz three-way components, powered by no less than two JL Audio amps along with a 12” JL sub in the boot, which is also where you’ll find the simple air install with just the single polished tank on display.
“I had HSD coilovers before the air,” says Andy as we move onto discussing his comprehensive chassis mods, “but it was going to the Players show that helped me make the decision to switch to air. I saw so many cars on air-ride, including Ed Johnston’s E36 Touring back when it was cream, and knew that was what I wanted. I ended up buying a three-month-old kit from one of Riiva Design’s cars, an Air Lift setup with V2 management and I fitted it over a long weekend with my son Tom and a friend of mine.”
The air-ride is just the tip of the iceberg, though, as the front end has been fitted with polybushed lollipops and ARB mounts with E30 front wishbones and an ECS Tuning strut brace under the bonnet. The whole rear end has been fully polybushed, with SPC Performance adjustable rear camber arms and an M3 rear anti-roll bar plus a set of Phoenix Motorsport rear damper reinforcement plates. The brakes haven’t been forgotten about either, with an E46 330Ci front setup plus an M3 servo and master cylinder and Goodridge hoses all-round.
With the wheels, Andy went through five or six sets before he settled on these 18” M Parallels: “I started off with some 17” Alpina reps, then I had BBS RKs, ACS Type 3 reps, all sorts, but I’d always liked the Paras,” he says. “They look like a strong wheel and these ones are in a staggered fitment from the E38 7 Series. I had to have the rear hubs shaved in order to be able to get them to fit under the arches.” M Parallels are the perfect example of a very clean, simple, classic design that works well on everything and looks good on everything, and in this particular staggered 18” form with diamond cut faces and lips they look absolutely stunning on this Touring.
Finally we come to the engine and, while there’s not a lot going on under the bonnet at the moment, with just a DaveF induction kit and 328i manifold-back exhaust, Andy has some big plans for that M52: “I’m really happy with the styling but now I want to make it go faster and I’m currently building an #M52B28 – I’ve actually had the engine for almost two years now,” he laughs. “The head will be gas-flowed, there will be a stainless exhaust manifold, an Alpina527 adapted M50 intake manifold, a Hark Knocks Speed Shop custom exhaust and I’ll get it remapped by Enda Ward at End Tuning.” That lot will add up to one pretty impressive lump that will definitely endow this Touring with some proper performance.
This really is a seriously nice car. It’s got a perfect blend of mods that combine to give it some real presence and plenty of individuality, all while retaining the essence of the E36 Touring. Andy’s built himself a cracking machine and the engine swap he’s got up his sleeve will be the icing on an extremely tasty cake…
DATA FILE #BMW / #BMW-E36 / #BMW-323i-Touring / #BMW-323i-Touring-E36 / #BMW-323i-E36 / #BMW-323iA-Touring-E36 / #BMW-323iA / #BMW-323iA-E36 / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E36 /
ENGINE AND TRANSMISSION 2.5-litre straight-six #M52B25 / #M52 / #BMW-M52 , #DaveF induction kit, 328i manifold-back exhaust, five-speed auto gearbox #ZF5HP / #ZF
CHASSIS 8x18” (front) and 9.5x18” (rear) #Style-37M-Parallel wheels with diamond cut faces and lips with 215/40 (front) and 225/40 (rear) Kumho Ecsta tyres, #Air-Lift-Performance #Airride with #Air-Lift-V2 management, front strut brace, polybushed front lollipops and #ARB mounts, E30 front wishbones, fully polybushed rear end, #SPC-Performance adjustable rear camber arms, M3 rear anti-roll bar, #Phoenix-Motorsport rear damper reinforcement top plates, E46 330Ci front brakes, M3 servo/master cylinder, Goodridge braided hoses (front and rear), #BMW hardlines (front and rear)
EXTERIOR Full respray in original Orient blue metallic, bonnet badge removed and smoothed, pre-face-lift front nosecone, angel eye headlights with shrouded HID projectors, Sport front bumper, replica #AC-Schintzer deep front splitter, AC Schnitzer door mirrors with custom decals, side repeaters removed and smoothed, Sport side skirts, smoothed petrol flap, Sport wide door trims, Sport rear bumper, replica AC Schnitzer rear spoiler, all-red rear lenses, boot badge removed and smoothed, 323i badge removed, Kill All Wipers rear wiper delete, arches rolled all-round and rears pulled, front splitter, rear diffuser and roof bars painted in #BMW Azurite black, LED number plate lights
INTERIOR #Recaro-CS front seats on custom Hard Knocks Speed Shop subframes, rear bench retrimmed/coloured to match fronts, different rear headrests, all interior panels and carpet changed from grey-to-black, headlining and A-pillars recovered in black faux-Alcantara, doorcard inserts, glovebox lid and trim, centre console, drivers knee roll and inner mirror covers trimmed in black fauxsuede, Royal Steering Wheels retrimmed Sport steering wheel with M stitching and orange centre stripe, Schmiedmann suede handbrake gaiter, Sport inner sill covers custom painted in BMW Azurite black, Honda S2000 start button, retro-fitted 18-button OBC, #Alpine-CDA-9887R head unit, 2x JL Audio amps, Hertz threeway components, JL Audio 12” sub, LED bulbs
INTERIOR Big thanks to my son Tom Guyett, good friends Cliff Judson and Sam Hendrie for their continued help with the car and my fiancé Fiona for her patience with a stream of car parts in the front room and my constant absence! Dips at Custom Cars for his huge efforts with the paint and body mods, Richard at Ruislip Tyres for his sterling efforts getting the wheels ready (twice!) and constant tyre swapping, Ray Boultwood, Neil Chapman and all the members of BMWEnthusiasts forum for the (usually!) kind words during the build and for the camaraderie at meets and Badger Bourton of Hard Knocks Speed Shop for his outstanding fabrication skillsStream item published successfully. Item will now be visible on your stream.
- Post is under moderation/ #BMW-Art-Cars #Sandro-Chia #BMW-E36 / #BMW-E36-Touring-Car / #BMW-E36-Art-Car / #Art-Cars / #BMW-E36-Sandro-Chia / #BMW-3-Series / #BMW-3-Series-E36 /
After a series of road cars being the subject of BMW’s Art Car project the company went back to its roots with the 13th in the series with a prototype E36 Touring Car .
In 1992 BMW commissioned its 13th Art Car and after four road cars the company went back to its racing roots and utilised a Prototype E36 race car for the project. At this stage it looked like BMW wasn’t quite sure in which direction it was going with its E36 Coupé Touring Car as this one packed a 2.5-litre four-cylinder engine that was good for 370hp – not a guise in which it actually raced…
This E36 was used as a mobile canvas by Italian artist Sandro Chia, and he is somewhat unique amongst the Art Car artists in that he approached #BMW rather than the other way round – such was the draw of the BMW Art-Car project by this stage. Chia was one of Italy’s most important contemporary painters yet he was keen to add an #BMW-Art-Car to his works: “The automobile is a much coveted object within our society,” said Chia commenting on his work. “It is the centre of attraction. People look at it. This car reflects those looks.” The design of the Art Car was not his first artistic involvement with an automobile – when he was a child he painted graffiti on cars!
The renaissance city of Florence, where Chia was born in 1946, is the world of his youth; a world in which he learned to take a playful and relaxed approach towards the fine arts. As early as in the 1970s he displayed his work at important individual exhibitions and was soon recognised as one of the most significant artists of the Italian Transavanguardia. He sees himself as a neo-expressionist, his figurative painting revealing signs of having been influenced by Carrà, de Chirico, Picasso as well as Montegna and Giorgione. When he came to start work on the car he had already had the design in his head for years and after only three days his work was done. Chia said that the racing car’s surface had called out to him to paint it and he was soon painting faces and a sea of intensive colours until the car’s whole bodywork had been completely covered. “I have created both a picture and a world. Everything that is looked at closely turns into a face. A face is a focus, a focus of life and the world,” he said.
Chia painted the whole car with bodyless and genderless faces. It’s the car that looks at the viewer… his goal was to create a car that was moving even when it was standing still – you could say the eyes are indeed looking at you. “You see the beauty of this car and you see yourself reflected in this beauty, you are part of it,” described Chia.
“You see the beauty of this car and you see yourself reflected in this beauty, you are part of it”
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- Post is under moderationWILD 600HP E36 Elite D’s turbo’d 3 Series
This Elite Developments 600hp E36 is the result of years of development and a love for all things turbocharged… Words: Ben Koflach. Photos: Steve Hall.
Elite Developments’ turbo E36
THE BOOSTED ELITE
The E36 328i Sport is a car that’s been appreciating in value of late. However, six years ago they didn’t quite have the same worth and so made the perfect project base for Steve Dixon, owner of BMW-specialised tuning shop Elite Developments. Steve’s plans soon escalated from a simple reworking to a complete overhaul, complete with a 600hp turbocharged heart…
“I bought the car off eBay completely unseen. It was down in Bognor Regis,” Steve explains. “At the time it was really difficult to get a 328i Sport as there wasn’t many of them for sale. I contacted the guy and made him an offer based on his description of the condition and the pictures on eBay. I then took a four-hour train journey from Essex to go and get it. It was a completely mint, standard car, as described. I was looking for one to convert into a drift car.
“Initially my plans were just to weld the diff and put some coilovers on it, and that was it. I fitted the coils while my mate welded the diff. It was just going to be a daily drifter but then we went to Gatebil 2012 and saw that nearly every BMW there was running a turbo M5x engine. That got me thinking…
“After speaking to a few of the locals about how they’d done it, I came to the realisation that building a turbo #BMW wasn’t as hard as I first thought. Then came the process of pricing up all the bits I needed.”
The 328’s alloy-block M52 isn’t the perfect base for turbocharging as they tend to allow the head to lift and generally aren’t as strong as iron block variants, so Steve sourced an #M50B25-non-Vanos engine and set about making a hybrid of the two. This meant using the M50 block, head and pistons but with the M52’s crank and rods, creating a 2.8-litre M50 – an ‘M50B28’ as they’re often known. The bottom end was tied together with coated big-end bearings and ARP bolts, with #ARP studs and a Cometic 0.140” multi-layer steel head gasket used up top for a drop in compression and an increase in reliability.
The end result is an engine about as strong as it’s possible to get without going for fullon aftermarket forged rods and pistons – perfect for Steve’s plans for big boost.
“The hardest part was trying to source a right-hand drive turbo manifold as nobody seemed to sell one,” Steve explains. “This is why we started to design what is now the Elite Developments cast RHD turbo manifold. It took three years to create but we are now very happy with the final product.”
The Elite Developments manifold was formulated to fit all M5x engines that use a four-bolt-per-cylinder pattern, fitting around all of the steering and usual headache areas and allowing bottom-mount fitment of any T3-flanged turbo along with an external wastegate. Steve’s particular setup uses a Garrett GT3582R turbo and a Tial 38mm wastegate, pushing boost through a 600x300x80mm intercooler and into the M50 intake manifold.
Air is sucked into the turbo through a K&N filter, while fuelling is taken care of with Siemens 60lb injectors and a Walbro 255lph pump. To keep oil temperatures in check, Steve’s used an S50 oil filter housing converted to run AN lines, which are linked to a Mocal oil cooler. A neat product from Elite Developments allowed the intercooler and oil cooler to be bolted into the E36’s front end without any troubles. To control the whole thing Steve’s used a VEMs standalone ECU with the result being a dyno-proven 495hp and 480lb ft at 0.8bar. Steve has since had it mapped to run at 1.5bar which should be good enough for around 600hp.
All that power is well and good but without being able to transmit it to the ground, it’s useless. Steve retained the strong five-speed ZF gearbox that came with the 328i, with a six-paddle ceramic clutch sandwiched between it and the boosted M50. Out back is a 328i Sport 2.93 LSD, rebuilt for a 40% lockup and braced into position to guard against failure.
The final step of getting power to the ground is, of course, the wheel and tyre setup. The E36 isn’t always the easiest car to get a wide tyre onto but Steve solved that with a set of ABS plastic rivet-on arches from US firm Hard Motorsport. These have allowed the comfortable fitment of 8.5x18” front and 10x18” rear Rota Grids wrapped in grippy 235/40 and 265/35 Yokohama Advan AD08s respectively. Not only do they look great but they enable fast progress when the M50 comes up on boost. The arches offer a rub-free fit, too.
The chassis setup has seen plenty of work to get it all working happily, both when travelling in a straight line and sideways. Before anything was bolted underneath it Steve took care of the usual E36 weak spots using parts raided from the Elite Developments stock room. Subframe mounting and trailing arm pocket reinforcement plates were welded into the shell, with the front crossmember reinforced to stop the engine mounts tearing themselves free.
To get the steering lock that Steve needed for drifting, TND extended lower arms and modified hubs were fitted, along with BC Racing coilovers and an E46 330i brake setup. At the rear Steve used BC Racing again to convert the suspension from a shock and spring setup to a true coilover one, adding adjustable camber arms to get the setup dialled-in. Finally the whole lot has been polybushed and Steve’s added a BMW front lower crossbrace as well as GCFabrications front and rear strut braces to stiffen the shell.
Another element that adds stiffness is the Safety Devices roll-cage, nicely painted in contrasting Porsche GT3 RS green – aside from that the interior doesn’t contain a great deal as weight reduction has been the main aim. The rear firewall has been nicely blocked off with an Elite Developments plate and there’s a supportive Recaro bucket for the driver, complete with four-point harness.
Recent additions to the exterior have included a genuine Rieger carbon-fibre GT splitter and a new Elite Developments product: a huge rear wing. However, sadly, since our shoot Steve has actually broken the car for parts, moving his M50 turbo experience onto a cool new project – a Techno violet E34 525i.
Steve’s E36 goes to show that we can all get carried away – even the simplest intentions can turn into a far bigger project than originally planned, especially with a little inspiration from overseas. It also shows how experiencing a problem can turn up a great solution – Elite Developments’ turbo manifolds have now been selling for almost a year, helping RHD BMW drivers all over the UK solve the somewhat historic issue of steering clearance when running a turbo. From a hardcore E36 drifter Steve’s now looking to add some turbocharged flair to his old-school Five, and we can’t want to see what happens next.
“We saw that nearly every BMW there was running a turbo M5x engine. That got me thinking”
DATA FILE / #BMW-Elite-Developments / #BMW-E36 / #BMW / #BMW-E36-Elite-Developments / #BMW-328i-Sport / #BMW-328i-E36 / #BMW-328i-Sport-E36 / / #BMW-328i-Elite-Developments / #Elite-Developments / #BMW-328i-Elite-Developments-E36 / #Rota-Grid / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E36
ENGINE ‘ #M50B28 ’ #non-Vanos , #M50B25 block and head, #M52B28 / #M50 / #BMW-M50 crankshaft and con rods, M50B25 pistons, performance coated main bearings, performance coated big-end bearings, ARP rod bolts, #ARP head studs, #Cometic 0.140” MLS head gasket, Elite Developments RHD turbo manifold, #Garrett-GT3582R turbo, #Tial 38mm wastegate, #K&N filter with #GCFabrications heat shield, ram air feed from foglight, AC #Schnitzer exhaust, #Siemens 60lb injectors, #Walbro 255lph fuel pump, #VEMS-ECU , Mocal oil cooler with AN lines, S50 oil filter housing, #Vorschlag nylon competition engine mounts
TRANSMISSION E36 328i five-speed #ZF-manual-gearbox , six-paddle ceramic clutch, Elite Developments bolt-through polyurethane gearbox mounts, #IRP shifter, 328i Sport 2.93:1 LSD fully rebuilt with 40% lockup, diff brace
CHASSIS 18x8.5” (front) and 18x10” (rear) #Rota-Grid-Drifts with 235/40 (front) and 265/35 (rear) Advan Neova AD08 tyres, Elite Developments wheel stud conversion, full #BC-Racing coilover setup with 12kg front and 8kg rear spring rates, TND modified hubs for extra lock, TND extended lower arms, adjustable camber arms, polybushed throughout, Elite Developments front subframe reinforcement kit, Elite Developments rear subframe reinforcement kit, Elite Developments rear trailing arm reinforcement kit, Elite Developments rear topmount reinforcement kit, #BMW-Motorsport front crossbrace, #GC-Fabrications front and rear strut braces, E46 330i front brakes, E36 M3 Evo brake servo and master cylinder
EXTERIOR Rieger carbon fibre GT splitter, Hard Motorsport rivet-on wide arches, Elite Developments rear spoiler, foglight air intake
INTERIOR Safety Devices roll-cage painted in Porsche GT3 RS green, Elite Developments rear firewall block-off plate, Recaro driver’s seat, AEM wideband AFR gauge, Defi boost gauge
CONTACT www.elite-d.co.ukStream item published successfully. Item will now be visible on your stream.