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    SPACE INVADER 900hp #BMW-E91 / #BMW-335i-Touring / #BMW-335i-Touring-E91 / #BMW-335i-E91 / #BMW-335i-Touring-900bhp / #BMW-335i-Touring-E91-900bhp

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

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

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

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

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

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

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

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

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

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

    POWER 900hp

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

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

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

    THANKS Andreas Bäckström at PPF Racing, JB4 Tuning Benelux, custom parts by Ventura Motorsports USA, Ritchino Lippelt at MALS, carbon parts by Wheelclinic Lightweight Performance, Mike Kluinhaar at Kluinhaar Bandenservice & Design, Tim Maatman for the welding, N-XTC.com/Chemical Guys for the Quartz Coat paint protection, High Quality Detailing, Tiago Vieira at VR Speed Factory
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    SCANDINAVIAN SLAM Air-ride E91 Touring
    Who says diesel Tourings need to be boring? In the land of outrageous turbocharging, one Norwegian cares more about the air-ride stance. Words: Iain Curry. Photos: Erik Berg-Johansen.

    Stance is everything, right? Feel free to lust after an M2, M3, M5, whatever, but get the stance right on any run-of-the-mill #BMW and you can turn just as many heads. This fact gives us all hope. We can’t all drop tens of thousands on a new M car, nor employ an expensive specialist to bolt on a giant turbo and associated upgraded parts to create a street weapon. But get a car sitting just right and for comparatively little coin you’re a show favourite.

    Which makes this Norwegian E91 something of a rarity. You see, our Norwegian cousins have not only an enviable quality of life, but most of them have a fair chunk of disposable income too. Sure, it costs a lot to live in this beautiful Scandinavian land, but locals are well paid to compensate. I’ve met plenty of 20- something Norwegian car modifiers who think nothing of owning both a city flat plus a holiday home by the lakes to retreat to each weekend.

    It means many have the money to drive around in new German cars, and often make their mark by adding top-end aftermarket body parts, chassis upgrades and engine mods. Think back to all the 1000hp+ BMWs we’ve featured and many will be from Norway or the equally bountiful Sweden. And just to complete your jealousy, these Scandinavians sure know how to drive too. A thousand horses through the rear treads?

    Wheels spinning in fourth gear? No problem. It’s as if they’re born knowing how to control it. Just check out the names of those who mastered the Too Fast To Race Group B rally cars of the 1980s. Yep, the Scandinavians. Showing there are more strings to their bows than just bonkers turbo beasts, Kim Arild Grindermoen has chosen pure stance over performance with his 3 Series Touring. It’s all about air suspension, something he insists is nothing to be afraid of in terms of ease of fitment and even practicality thanks to the easily adjustable ride height. Yes he’s a tad biased as he set up and runs a company called StanceShop – a dealership for Air Lift Performance suspension and AccuAir air suspension management – but he’s a man worth listening to when he can make a humble estate car look this damn perfect on the stance front.

    The 26-year-old from Otta in rural Norway is a welder by trade, and bought this totally standard 2011 320d Touring with an M Sport pack to make what he says is his “own statement; something I have never done before by taking it all the way with air-ride”.

    It certainly isn’t Kim’s first time at the rodeo. Modifying cars since the age of 16, he cut his teeth on an old Mitsubishi with the usual aftermarket wheels and lowering, before progressing to BMWs a few years later. He’s been very active since then. An E36 was first, then an E30 followed by five more E36s, four more E30s, two E32s and five E34s. Busy boy.

    While Kim is one for big power too – he’s currently at work creating a madman E34 Touring with turbocharged M50B25 turbo engine – the 320d Touring has to serve as a daily driver, so the frugal diesel engine has been left practically untouched. An updated ECU helps the four-cylinder realise 207hp now – up from the standard 184hp – which Kim says is “enough for the street to lose your licence.”


    Visual clout comes from the ride height, and Kim says the kit is “plug and play and fits without modifications”. We all like the sound of that. “It took a couple of days to get it up and running because of the wiring and air lines,” he explains, “but the struts are as easy as coilovers to install.” Kim says it’s all bolt on with no need for further modifications to the chassis or body.

    Slammed on the ground the Touring looks fantastic, and the rear end in particular looks far fatter with the back wheel arches seeming to nicely bulge with the deep-dish 10x19-inch ADV.1 three-piece rims swallowed up by them. But no, those rear arches are completely standard. Up front the 9-inch rims with skinny 225/35 Falken FK453 rubber are ideally placed in the front arches.


    Improving things are the 320d’s front arches making way for M3 items with the side indicators replaced by gunmetal stripes. It’s a subtle addition, but adds some front end sportiness to otherwise plain 320d sides. The exterior stays true to BMW’s original Touring shape with Kim going for subtle enhancements to the black body. Most obvious is smoked tape – from Norwegian company Fantasy Factory – to coat the lights around the car, once again this being most obvious at the rear which now looks very mean-looking in its darkness, complemented by a 335i diffuser. A pair of 335i-look Ragazzon exhaust tips pop out from the diffuser, but other than that the bumpers are just factory M Sport items.

    While owning an estate car means plenty of room for an outrageous air install, this has to serve as Kim’s practical daily, so that wasn’t an option, but what he has done is put together a very smart, simple install while still leaving plenty of useable room in the load area. He’s running a single, black tank, which ties in with the rest of the car’s mean and moody appearance and is running twin Viair compressors plumbed into an AccuAIr VU4 four-corner solenoid valve unit. In the boot’s side compartment Kim’s added a fibreglass eight-inch subwoofer box, backing up Rockford Fosgate speakers and updated head unit in the main cabin. He has also wired in a Rockford Fosgate 3Sixty.3 eight-channel interactive signal processor which works as an OEM integration ‘black box’ for much improved audio control. While the interior has been kept practically standard, the addition of an OEM Alcantara M Performance steering wheel is a rather welcome upgrade.

    The cabin-mounted AccuAir controller offers quick and easy ride height adjustment allowing for seamless transition from slammed show car to practical grocerygetter. Kim also says he’s given the Touring a bash on Norway’s Rudskogen raceway, reporting back that it handles just fine.

    Good modifiers are always looking to move on to the next challenge, and Kim says his air-ride E91 will soon serve as practical family transport as his first child is due by the end of the year. He says as a result he’ll be closing down StanceShop, also partly due to how difficult it is to get air-ride cars approved for Norwegian roads, which makes his creation all the more impressive. “I’ll be focusing more on the family life, but you’ll still see cars being modified in the future by me,” he says, reminding us that his E34 is going to be a boosted show special with plenty of fast road potential. So this airride E91 will soon be the official family wagon. Not only will it be the coolest thing rocking up at kiddie daycare, but just think of the endless hours of fun the kids will have raising and lowering this Touring via that control pad. Who needs babysitters?

    DATA FILE #Air-ride E91 / #BMW-320d-Touring / #BMW-E91 / #BMW-3-Series / #BMW-3-Series-E91 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E91 / #BMW-320d-Touring-E91 / #N47D20 / #N47 / #BMW-N47 / #BMW-320d-Touring-Air-ride / #BMW-320d

    ENGINE AND TRANSMISSION 2.0-litre four-cylinder turbodiesel N47D20, #Ragazzon exhaust system, uprated ECU, six-speed manual gearbox

    CHASSIS 9x19” (front) and 10x19” (rear) #ADV.1 three-piece wheels with 225/35 (front and rear) Falken FK453 tyres, #Air-Lift-Performance suspension and #AccuAir management

    EXTERIOR M Sport bumpers, E92 M3 front wings with side indicators replaced by gunmetal strips, Fantasy Factory smoked tape for lights all-round, OEM 335i rear diffuser, M tricolour stripes on kidney grille

    INTERIOR M Performance Alcantara steering wheel, updated head unit, twin Viair compressors, single air tank, AccuAir VU4 valve unit, fibreglass 8” subwoofer box in boot, Rockford Fosgate speakers, Rockford Fosgate 3Sixty.3 eight-channel interactive signal processor

    “[I wanted to make my] own statement; something I’ve never done before”
    Interior has been treated to an M Performance Alcantara steering wheel and the in-car audio has also been upgraded. Boot area houses the smart and simple air-ride install; 19” ADV.1 three-piece wheels look fantastic and really suit the E91 shape.

    2.0d engine may be nothing special to look at but it’s the perfect mill for a daily driver and a remap has resulted in a healthy 207hp.
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    GOING ON TOUR

    BMW never made an #BMW-E91 M3 Touring, so this owner decided to build his own… BMW never built an E91 M3 Touring, but if it did, it’d probably look just like this… only not as low and on smaller wheels! Words: Andy Basoo. Photos: Antony Fraser.

    It was back on the 22 February 2011 the euphoria started, at 1.15pm to be precise. A build thread began on the popular M3Post forum, which within a matter of days had 35,000 views from around the globe. A dozen or so photos and a handful of words was all it took to spark such excitement; the BMW community was witnessing something special.


    The username was #63NP. The thread topic: ‘!!E91 M3 V8 DCT Estate / Wagon Full Conversion..!!’. We don’t need to tell you that BMW never built an E91 M3 Touring. In fact, the German manufacturer has never built an M3 Touring full stop. Coupés, Saloons and Cabriolets yes, but never a Touring. And that’s somewhat surprising considering how much we love estate cars here in the UK. The Audi RS4 has never struggled for sales and the majority of examples you see on the road are wagons. If Audi can make it work, why can’t BMW?

    To be fair, BMW has tried its hand at highperformance estate cars in the past. The E34 and E61 M5s were available in Touring format, and BMW even tested the water with the E39, building a one-off Touring version.

    They just weren’t big sellers though. It’s difficult to pin down exactly why not, but they didn’t capture the imagination of the public. Maybe it was because they didn’t look different enough from any other M Sportkitted model? The RS4 is wide, beefy, has distinctive aluminium mirrors and looks like it’s on steroids, while the M5s of the past have been much more understated.

    The 5 Series was also significantly larger and perhaps that’s where the downfall lay? Audi produced a larger RS6, too, and while it’s admittedly a fine machine in its own right, it was never the big seller like the RS4. So maybe 3 Series Touring M cars would have been the way to go? Nicholas Pritchard (aka 63NP), the man who instigated that build thread certainly seems to think so, hence the reason he’s built his own example. And before we go any further, let us tell you, it’s truly OEM quality in its execution.

    Nick’s a heavy goods vehicle driver and has always had a thing for estate cars. “I’ve had loads,” he confesses. “I’ve had a B7 RS4, an E61, an E36 and an E30 – that I fitted Montego Countryman roof rails to because the E30 never came with roof rails! I even had a Rover 400 estate. I just like estates!” Which is why when he saw this one, he simply had to have it.

    “I was doing a 997 Porsche at the time,” he continues. “This was back in 2009. I used to pop down to a local bodyshop from time to time to see a mate of mine. The owner of the bodyshop had this car tucked away in the corner and covered in dust. It didn’t have any wings or doors or an interior. It was just a shell, although it did have an M3 V8 sitting in the bay but it wasn’t running.”

    Nick was interested and asked the owner if it was for sale. He got a firm “no” in reply. The car was a 2007 318i auto, although the original engine and transmission were nowhere to be seen. The cabin was filled to the roof with parts and the wiring loom was in a heap in the corner of the bodyshop.

    “Are you sure it’s not for sale?” Nick persisted. “Quite sure, thank you very much,” came the response.

    Bearing in mind it was 2009 and this was a #2007 Touring, it was a relatively new car to be chopping about as extensively as this one had been. Not many of us would have the confidence to be so brutal to a BMW that was barely run-in. Nick was so taken with the car that he would drop in occasionally and the two would have the same brief but very polite conversation.

    “I noticed towards the end of the year, that the guy’s enthusiasm for the car was waning,” Nick explains, “so at the start of 2010 I asked him again, and amazingly he said ‘yes’. He’d been slowly building it up, so by the time I got it the panels were back on and an M3 interior in it, but it still wasn’t running. I think one of the guys down there had put a jump pack on it to get it started, but a power surge had fried the ECU and a few other things. I would say it was probably three-quarters complete.”

    The previous owner had sourced the V8 from a donor car, an E90 M3 Saloon LCI with a slick DCT gearbox. Amazingly, the platforms of the Saloon and Touring are virtually identical. In fact, from the nose right the way back to part way down the rear doors is the same. The rear ends of the rear doors are a slightly different shape to conform to the different boot layout. But apart from that, the layouts remain the same. So, despite there being countless views and rumours about the complexity of an E91 M3 conversion, it’s actually pretty straight forward.

    The donor car had been stripped. We mean, completely stripped down to its shell. Engine, gearbox, prop, body panels, interior, dash the lot. The same had then been done with the Touring. As you’d expect, priority had been given to the fitment of the M3’s beautiful 4.0-litre 32v V8 ( #S65B40 ) and its #DCT gearbox. It’s hard to comprehend and perhaps it sounds like we’re dumbing the process down, but there was no fabrication or adjustment made to any brackets. Using the S65’s OEM mounts, the V8 slotted easily in to place, the gearbox aligned perfectly, too, as did the driveshafts and propshaft, and all bolted straight in.

    Even the standard Saloon exhaust system fitted. All that the previous owner had to do was to add two thread bolts for the rear box hangers, readily available from BMW, and the quad exhaust sat perfectly.


    With the intention being to swap over and utilise every possible optional extra fitted to the M3 donor car, the complete Saloon wiring loom, fuse box and dash were fitted. This meant the all-important iDrive system was also available to the driver.

    Regarding the body panels, the complete front end is M3 Saloon. The front bumper, kidney grilles, vented bonnet, and wider front arches were all bolted straight on, and the shut lines matched perfectly. Obviously, a wider front end meant the Touring’s original undertrays and arch liners no longer fitted, so these had been swapped over from the M3, too. Incidentally, before the all of the panels were fitted, the V8’s ancillaries had all been set in their rightful place, including the relevant coolers and bottles being placed in the wings. The goal had been to make this car as OEM as possible.

    As you can imagine, this was harder to achieve at the rump end of the Touring. With the car having a wider track, the rear arches needed widening, so M3 Saloon rear quarters had been grafted in and expertly reshaped to meet the lines of the Touring.

    The rear bumper is a combination of M3 Saloon and M Sport Touring. It would have been easier to modify an estate bumper, but the previous owner aimed at retaining as much M3 styling as possible, and as such the central vent, angles and lines had all been adopted from the Saloon parts.

    Inside the cabin, the Touring’s carpet and panoramic roof had been retained as neither of these were available in M3 guise, but just about everything else you can see and touch is M3 Saloon. Even the rear bench bolted straight in. The rear seat back, however, is Touring, well… kind of. The seat foam had been reshaped to fit and match the bench, and then M3 Saloon covers added.

    It was in this overall state that Nick bought the car. “As I said, it was about three-quarters complete when I got it,” he continues. “He’d done a great job. But, obviously the car wasn’t running and it felt tired and a little loose.

    So the first thing Nick did was to order a new ECU and cache unit from BMW. After sorting the coding, to his joy the V8 barked into life, enabling Nick to turn his attentions to tightening the whole car up. “There were so many little things that needed sorting,” he explains. “I half stripped the car back down again. As I said, it didn’t feel tight. Things like the doorcards felt a bit loose, some of the trim was slightly squeaky, that kind of thing. As I was taking it apart, I started noticing that a lot of the clips were missing or broken. Some of the trim was scratched or damaged, the screws didn’t match, as you’d expect I guess. That’s what happens when you take a car apart.


    “For me though, the whole point of the car was for it to be OEM quality, so I ordered about £1000 worth of clips, screws and trim from BMW. I’ve also got a friend who works in a BMW dismantlers and he was able to help me out with various other parts that were missing or damaged. Things like the membranes in the doors weren’t sealed, so they would have leaked and filled with water if I didn’t seal them. Essentially, the car needed finishing. The bulk of the work was done, but I think it’d been rushed back together when the guy lost interest.”

    Nick has therefore invested heavily in transforming this car from the one that he bought. He primarily concentrated on the chassis, replacing the Touring’s factory-fit suspension with a full set of top-spec Variant 3 KW coilovers. He then ordered a set of gorgeous 20” Breyton Race GTS RM forged wheels to tuck under the wide arches, with M3 offsets, of course. Sizeable 9.5x20” wheels fill the fronts, shod in 245/30 Continentals, with broader 10x20” versions out back wrapped in 285/25 rubber by the same brand. He’s is considering nudging the front suspension down just a fraction more, but we have to say the E91 sits beautifully.

    Nick then approached Reyland Motorsport for help sorting the front brakes. “I sourced a set of six-pot Brembo calipers from a C63 Mercedes,” he relates. “They’re basically the same as the BMW Performance calipers, just with different mounts on the back. I dropped them off at Reyland along with an M3 suspension leg so they could get all the brackets right and come up with suitable discs and pads. They used 380mm discs in the end and had my car in for a few days fitting everything up and testing it for me. All the brake warning sensors are still connected and functioning. I want to get a kit for the back now.”

    We could go on all day about the fact Nick’s retained the Touring’s loom from the rear doors back because certain things are wired differently; how he’s removed individual pins from the loom plugs to ensure nothing is in place that isn’t needed; how he’s retro-fitted a CIC sat nav system that now runs ‘DVD in Motion’; details of the countless trips to the bodyshop to have blemishes removed, lines redefined and exhaust tips powdercoated in black; and why he’d only settle for BMW Performance front seats, but hopefully by now you’ve realised what an exceptional build this is.

    Learning how identical the platforms are, it would appear relatively straightforward to swap all the parts across from one car to another. And to his credit, the previous owner has done phenomenally well in doing just that, but it’s finishing the job properly that takes time and patience to get right, and Nick has those qualities in abundance.

    Without his input, this would feel like a fast, yet slightly tired, rattly estate. Thanks to Nick’s input it now possess a true OEM quality. It feels like a genuine M3 with full M car pedigree, not simply a modified 3 Series and that’s a difficult feat to achieve. Despite the photos posted on M3Post, some members still questioned whether or not this car was real, and demanded further evidence. Even the official #BMW staff and technicians at Nick’s local dealer were left puzzled when he first popped in to pick up a few parts. Other impressive E91 Tourings have been built around the world and yet more are in the pipeline, but Nick’s M3 converted example is by far the most wellknown.

    Over 100,000 views of his build thread prove that. If you get the opportunity to see this machine in the flesh try and find fault with it. After we spent the day with car, we can assure you, you won’t find any.


    DATA FILE #BMW-M3-Touring / #BMW-M3-Touring-E91 / #BMW-M3-E91 / #BMW-E91 / #BMW-M3 / #BMW-3-Series / #BMW-3-Series-E91 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E91 / #BMW-M3-DCT-E91 / #DCT / #V8 / #BMW-3-Series-V8 / #Breyton-Race

    ENGINE: #S65B40 4.0-litre 32v V8 from E90 M3 LCI Saloon / #BMW-S65 / #S65 / #BMW , standard #BMW-M3-DCT transmission and LSD, full M3 Saloon manifolds and exhaust system with Saloon hanging threads added to back box

    CHASSIS: 9.5x20” (front) and 10x20” (rear) #Breyton-Race-GTS-RM wheels shod in 245/30 and 285/25 Continental tyres respectively, Bimmerworld bolt-to-lug conversion, fully adjustable #KW-Variant-3 coilovers all-round, six-pot orange #Brembo calipers from Mercedes C63 with 380mm discs

    EXTERIOR: Complete E90 M3 Saloon front end comprising wings, inner arches, bonnet, front bumper, undertrays and headlights, rear arches widened using E90 M3 Saloon quarter panels, custom rear bumper fabricated from M3 Saloon item and E91 M Sport Touring bumper

    INTERIOR: #BMW-Performance seats, M3 Saloon dash, consoles, trim and wiring, M3 Saloon door cards and rear bench with Touring rear seat back foam modified and retrimmed in black nappa leather to match, M3 Saloon steering wheel, M3 Saloon iDrive with CIC sat nav, AC Schnitzer pedals

    THANKS: Reyland Motorsport (0121 458 6010 or www.reyland.co.uk) TRS Motorbodies (0121 4548300)
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