- Post is under moderationSIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car
Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.
Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.
“It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”
Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…
Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”
Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.
This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.
When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.
The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.
“The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.
The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.
The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”
The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.
The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”
Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.
“When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”
Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”
Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”
THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.
DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30
ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings
TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential
CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed
EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes
INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cardsStream item published successfully. Item will now be visible on your stream.
- Post is under moderationLIFE ON BOOST
Turbos make everything better, as demonstrated by this hardcore, stripped-out, 356hp, turbocharged E36 325i. Finished in stunning Atlantis blue and with a turbo strapped to the engine, this E36 325i is a serious piece of kit. Words: Elizabeth de Latour. Photos: Andy Tipping.
Generally speaking, adding a turbo to something will only make it better. Except if it makes it blow up… But apart from that, from humble turbo diesels to mental turbo drag cars with many thousands of horsepower, turbos make everything better, make people happier and generally make the world a better place. Just look at Brad Wherrett. He started out his motoring life with a Honda Jazz, followed by a modified Polo and a tuned Honda Civic. Then he bought an E36 325i and, understandably, life got better, but then he added a turbo…
The E36 is 21-year-old vehicle technician Brad’s first BMW, and his profession has endowed him with the skills that make this sort of project somewhat easier than for those of us who can just about tell one end of a spanner from the other. His move from Japanese metal to Bavaria’s finest was seemingly an inevitable one. “The love for BMWs has run through the family for years,” explains Brad. “Since I can remember my dad and brothers have had BMWs – standard ones and modified ones – so I’ve been interested in them from a young age. For my first #BMW I decided to buy an E36 because I always liked the look of my brothers’ ones and I developed a soft spot for them.
“I found the car on Autotrader, in good condition for its age, but a few dings here and there,” says Brad, “and I quite liked the idea of ‘stancing’ the car on BBS wheels or something similar.” That idea never came to fruition, and we’re glad of it because the end result is something a lot more special. In our humble opinion, we reckon Brad has struck just the right balance between wild and tasteful with his E36. The striking shade of Atlantis blue and the GT spoiler are the most eye-catching elements of the build, even more so than the top of the turbo peeking out of the bonnet cut-out, but it’s actually a pretty subtle car. There’s a lot of matt black elements that tone down that hit of blue and it just looks like a really meaty, purposeful piece of kit, which it most definitely is.
It wouldn’t seem right talk about anything other than what’s going on under the bonnet of this car first and, usefully, the whole thing lifts off to give an uninterrupted view of what’s happened in the engine bay since Brad took charge of this 325i.
Six months of work have been poured into the engine you see here, made up of late nights and weekends, but this was not simply a case of strapping a turbo to an M50 and hoping for the best, this engine has been stripped down and fully built to deal with the stresses and strains that forced induction was going to place upon it.
This recipe for a turbocharged E36 begins with single a Vanos M50B25TU to which you then add M54B30 pistons mated to non-Vanos M50 con rods plus an M52B28 crankshaft. At this point it is a good idea to completely rebuild the engine with new timing chains, guides, tensioners, gaskets and so on because you don’t want to spend all that time building up an awesome engine only to have it break on you. The next step is to add ACL race bearings, ARP head studs, a decompression plate, monster Siemens Deka 630cc injectors and our old friend, the Bosch 044 fuel pump. With all that done, you’re finally ready to add your turbo and Brad opted for a Garrett GT35 twin-scroll snail, sitting on a custom top mount twin scroll exhaust manifold, with a Tial 50mm external wastegate and 50mm blow-off valve, feeding air through custom 3” pipework to a 600x300x76mm FMIC and into the engine via a serious-looking custom intake plenum.
Brad then handed the car over to JamSport to wire in the ECU Master DET3 engine management and put together a base map. The end result of all that work is 356hp at 10psi of boost, which is a massive 164hp increase over the standard engine’s 192hp, a gain of more than 85%. You can’t be attempting to put that much power down without some suitably beefy transmission upgrades and here Brad has opted for an E36 328i five-speed gearbox with solid mounts, a Clutch.net stage five paddle clutch, braided clutch hoses and a 2.93 limited-slip diff from an E36 328i to help put the power down/do massive burnouts with.
It’s fair to say that, as good as the stock E36 chassis is, it would struggle to deal with all that extra power, but Brad has not neglected this area of his E36 build. “If I’m honest, I got the TA Technix coilovers cheap and couldn’t say no,” he says. “I do have plans to upgrade them but I’m unsure of what brand to go for yet. I polybushed the car as some bushes were showing signs of wear and I decided to upgrade rather than fit OEM bushes.” This is definitely the way to approach any repairs on a project car and in addition to this, Brad has also added front and rear strut braces. The stock front brakes have been replaced with E46 330mm Brembo discs and pads while the rear brakes have also been replaced with standard-sized Brembo discs and pads.
“When it came to wheels, I decided on Rota Grid Drifts because I’ve always liked the look they give. I considered something a bit more eye catching but in the end I settled for the Rotas.” The chunky, concave sixspoke design really suits the E36, especially in black against the Atlantis bodywork, and they are wrapped in Yokohama rubber at the rear with Maxxis tyres up front.
Brad’s approach to the styling was the OEM+ look and it was definitely the right approach as everything he’s done to this car looks good. The M3 body kit gives it the cleaner, more aggressive styling the standard car needs and is further enhanced with the addition of the GT front lip and aforementioned GT rear spoiler. The stock mirrors have been retained but now wear carbon caps and the bootlid has been painted gloss black to match the spoiler. Brad has removed the exterior covers from the headlamps, giving them a more pronounced appearance while at the rear there’s a single, massive, Japanese-style exhaust tip.
With the overall look and feel of the car, there was only ever really one direction to take with the interior and that was the hardcore, stripped-out route. The rear seats have been given the heave-ho while the fronts have been replaced with a pair of single-piece Corbeau Clubsport buckets with four-point harnesses. Brad has also fitted a deep-dish steering wheel, metal gear knob, an EGT gauge and HKS turbo timer plus the carbon fibre triple gauge panel from a Mitsubishi Evo VIII showing volts, water temp and boost, which looks great mounted below the clock on the centre console. The interior really suits the character of the car and with this much performance on tap, those seats and harnesses are most definitely not for show.
This E36 is an awesome car. Everything about it looks right, the colour scheme is killer and it’s got a real sense of purpose about it. But the cherry on the top of this delicious slab of Atlantis blue goodness, and Brad’s favourite mod on the car, is the turbo. The fact that so much work has gone into the engine means 356hp is barely scratching the surface of what this setup is capable of and that means there’s scope for more power in the future, a lot more power. Brad is aiming for 550-600whp when the car is fully finished and running spot-on, which is going to be utterly insane and absolutely awesome with it. Whichever way you look at it, one thing’s for certain: everything is better with boost.
TECHNICAL DATA FILE #BMW-E36 / #BMW-325i-turbo / #BMW-325i-E36 / #M50B25TU / #M50B25 / #M50 / #BMW-M50 / #BMW-325i-turbo-E36 / #BMW-3-Series / #BMW-3-Series-E36 / #BMW / #ECU-Master-DET3 / #M50-turbo / #Garrett-GT35 / #Garrett / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E36 / #BMW-E36-Coupe / #BMW-325Ci / #BMW-325Ci-E36 /
ENGINE 2.5-litre straight-six #M50B25TU / , fully rebuilt including new timing chains, guide tensioners, gaskets etc. M54B30 pistons, M50 non-Vanos con rods, M52B28 crankshaft, #ARP head studs, ACL race bearings, decompression plate, #Siemens-Deka-630 630cc injectors, #Bosch-044 fuel pump, custom top mount twin-scroll turbo manifold, GT35 twin-scroll turbo, 50mm Tial external wastegate, 50mm blow-off valve, 3” custom exhaust, 3” intercooler hardpipes, 600x300x76mm intercooler, custom intake plenum, Toyosports oil catch can, solid engine mounts, ECU Master DET3 engine management
TRANSMISSION E36 328i five-speed manual gearbox with solid mounts, Clutch.net stage five paddle clutch, braided clutch hose, 2.93 328i limited-slip differential
CHASSIS 9x17” (front and rear) Rota grid drift wheels with 235/40 (front) Maxxis MAZ1 tyres and 245/40 (rear) Yokahoma Advan AD08R tyres, TA Technix coilovers with adjustable top mounts, front and rear strut braces, polybushed all-round, E46 330mm Brembo discs and pads (front), E36 325 brakes (rear) with #Brembo discs and pads
EXTERIOR Full Atlantis blue respray, M3 body kit, GT front lip, GT rear spoiler with risers, delensed headlamps
INTERIOR Corbeau Clubsport bucket seats, four-point harnesses, stripped-out rear seats, dished steering wheel, exhaust gas temperature gauge, Mitsubishi Evo VIII carbon fibre gauge panel, HKS turbo timer
THANKS The Paint Shop in Bruntingthorpe and JamSport in NorthamptonStream item published successfully. Item will now be visible on your stream.