- Post is under moderationAn updated version of BMW’s excellent turbocharged ’six keeps the 4 Series Coupé fresh, even before its #2017 MY updates. Words: Shane O’ Donoghue. Photography: Nick Maher. The Definition of a BMW Behind the Wheel. The 4 Series might be about to be face-lifted but we couldn’t resist the charms of the 440i.
While I know I’m preaching to the converted on these pages when advocating the advantages of rear-wheel-drive, we must remember that there are many drivers, a very many, that see it as a negative. One such person is part of my extended family and he describes BMWs as ‘skittish’ – tarring them all with the same broad brush. The less charitable among you might suggest he gets some driving lessons, but the sad truth is that the majority of motorists have zero interest in which axle is driven. That’s probably why we’re seeing a slow but sure move away from focus on the layout from BMW. The 2 Series Active Tourer kicked things off and there’s more than a slight rumour that the next generation 1 Series will adopt a front-wheel drive set-up. On top of all that, xDrive four-wheel drive is being made more prevalent across the #BMW line-up, as evidenced by the focus on it at the launch of the G30 5 Series.
So it was a pleasure to return home from that event to an awaiting car that, in reality, should be considered old-school-BMW. The model in question was a 440i Coupé, pre-LCI, in M Sport specification, which (if you know your BMW-flavoured onions), you’ll know is only offered in rear-wheel-drive guise. Ah bliss. None of your diesel or namby-pamby four-wheel-drive here thanks, just the latest iteration of BMW’s creamy smooth turbocharged straight-six, a hike in power to 326hp coinciding with the name change from 435i to 440i, accompanied by a solid 332lb ft of torque from just 1380rpm. It warms my heart that there’s still a manual version of this car on the BMW UK price list, but most will pay the one-and-a-half grand more it takes to upgrade to the eight-speed ‘Sport’ automatic for future resale value. It also drops the carbon dioxide emissions considerably, reducing VED tax and, if you’re fortunate enough to be buying a car such as this through a business, Benefit-in-kind taxation – the latter by a significant four percent. Theoretically the auto is more economical too, though we suspect there’s little in it in the real world.
Although the 4 Series is undergoing its midlife nip and tuck soon, and this car’s analogue instruments and non-touch iDrive screen appear old-fashioned next to its newer big brothers, it’s still a remarkably good cabin. It’s simple to use, well laid out, tactile to the touch and, perhaps still of some surprise to many, quite spacious inside. Sure, the rear seats aren’t as capacious as those up front, but the boot is large by any measure and the generously glazed areas make the whole car feel airy in any case.
Oddly, the ‘old’ 4 Series cabin has, in my book, one preferred item over the new 5 Series, and that’s the indicator stalk. The new G30 reverts to a simple ‘stays on in position’ stalk, while the 4 Series has what I consider to be a more modern design and operation. Strange.
And while I love a manual gearbox as much as the next petrolhead, BMW’s eight-speed auto is, as I may have mentioned once or thrice on these pages, an absolute gem. The characteristics change brought about by selecting the various driving modes is very well-judged. By default, the transmission is smooth, comfortable and quick to use the higher gears in a bid to improve economy. Choose the Sport mode, however, and it helps the car come alive. Leave it to its own devices and the shifts are snappier and precise, while the engine is allowed to rev for longer before the next change up. It’s still silky-smooth, mind, even if there is a gratuitous flare of revs accompanying each down-shift. We approve.
Now go for Sport Plus and take control for yourself via the deliciously metallic gearchange paddles; that’s the 440i at its best. The upshifts are more assertive and response to the paddles is instantaneous. At the same time, the engine becomes more audible, though, I confess, I’d like it to be considerably louder again when in this setting. Response to the throttle is sharpened, the power steering assistance is reduced (shame the good-looking steering wheel is so large though) and by default the stability and traction control systems are switched into a mid-setting. This is wonderfully useful for within-the-law public road driving on interesting roads, especially when it’s a little damp underfoot. It’s possible on tighter corners, exiting in second, to provoke a momentary rear slide that the electronics then allow you to gather up intuitively for yourself, or, if your brain was otherwise occupied, intervening to prevent embarrassment. At higher speeds, this leeway translates into a lovely rear-led stance out of curves as you unwind the steering and let the rear axle do part of the work. You don’t need to be on track or at licence-shredding speeds to enjoy the delicacy of this chassis in a highly rewarding fashion.
With the #DSC and #DTC system full engaged, it’s a completely different sensation. In the dry there’s so much grip and traction available that the electronics have little to do unless you’re being a complete hooligan, but in the wet they are simply brilliant, cutting power almost presciently before loss of traction at the rear wheels translates into even the slightest of ‘moments’. It’s virtually fool-proof, and I reckon even my aforementioned ‘skittish’ family member could be talked into giving it a go. The best news of course is that you, the converted, don’t lose out on what makes a #BMW coupé like this special in a bid to make it safe and sanitised for the masses. Hallelujah to that.
TECHNICAL DATA FILE #BMW-F32 / #BMW-440i-Coupe / #BMW-440i-Coupe-F32 / #BMW-440i-F32 / #BMW / #BMW-4-Series / #BMW-4-Series-F32 / #BMW-4-Series-Coupe / #BMW-4-Series-Coupe-F32
Engine: Turbocharged straight-six, 24-valve
Max Power: 326hp @ 5500rpm
Max Torque: 32lb ft @ 1380-5000rpm
0-62mph: 5.0 seconds
Top speed: 155mph
Economy : 42.8mpg emissions (CO²): 154g/km
Weight (EU): 1630kg
Price (OTR): £43,755Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationIf you’re looking for the ultimate everyday machine that’s also capable of embarrassing junior supercars then you should check out Birds’ wonderful 435d. Words: Bob Harper. Photography: Gus Gregory.
/ #BMW-435d-xDrive-F32 / #BMW-435d-F32 / #BMW-435d-xDrive / #BMW-435d / #BMW-F32 / #BMW / #BMW-4-Series / #BMW-4-Series-F32 / #BMW-4-Series-Coupe / #BMW-4-Series-Coupe-F32 / #2017 / #Birds-B4 / #Birds-B4-F32 / #Birds-F32 / #BMW-435d-xDrive-Birds-B4 / #BMW-435d-xDrive-Birds-B4-F32 / #BMW-435d-Birds-B4-F32 / #BMW-F32-Birds
Birds’ stunning #BMW-435d-xDrive . Everyday Weapon Birds’ 435d can be either a mild-mannered pussycat or a ripsnorting road warrior.
Depending on which order you’ve read the features in this month’s issue you might have spotted a recurring theme, that of traction. The M235i we drove suffered from a lack of it to a certain extent and the two big power M6’s pace was really hampered by an inability to transmit their prodigious thrust to the greasy Tarmac. Put simply, none of these three cars would have seen which way #Birds ’ innocuous-looking 435d went had we driven them back-to-back on typically slick UK winter roads. Not only is this car devastatingly quick, it also has the ability to be so no matter what the conditions.
I must admit that I’m not normally a huge fan of the ‘Luxury’ trim level that BMW’s foisted on us for the past few years, and it would seem that I’m not alone – the new G30 Five won’t be available as a Luxury model in the UK and neither will the face-lifted 4 Series Coupé that you can read about in our News pages. The bottom line is that hardly anyone was buying the Luxury trim models. Maybe I’m a marketing man’s dream, but I’m a succour for the chunky M Sport styling and now I’m in a position that I’ll be looking to buy my own wheels again I’m drawn to the M Sport kitted used examples like a moth to a candle despite knowing that the equivalent SE will be cheaper to buy and will ride better too! Having said all this I’m also secretly drawn to this Birds car – yes, I know it’s a Luxury, but look at it, it’s just so innocuous – no one would expect it to be a candidate for the ultimate everyday weapon, and in the right conditions a supercar humbler.
We’ve always been impressed with machinery that’s been fully-fettled by Birds as MD Kevin Bird doesn’t do things by halves. While he could simply fit a range of off the shelf tuning products he’d be the first to admit that would be selling his customers short. Sure, there are some parts that can be simply fitted to make an improvement, but to do things properly Kevin always buys a demonstrator to which he can experiment with until he’s happy with the outcome and can then pass on that knowledge to his customers in a series of suitable upgrades safe in the knowledge that the car will be right straight from the word go.
The F3x generation of 3 and 4 Series have been with us for a while now so Kevin’s had quite a while to perfect his upgrades for the car, and without a doubt he’s spent the most amount of time on the car’s suspension as he feels that BMW has lost the plot to a certain degree with its most recent F-prefix cars. He’s not a fan of the adaptive dampers as they never seem to offer the right reactions when extracting the performance from the car – they may be fine for providing a comfortable ride when you’re in cruise mode, but so can a passive set up if it’s properly designed and set up.
After having looked at just about everything the aftermarket had to offer Kevin embarked on the process of having a suspension set up designed to his specifications. While Kevin knows how he wants his cars to perform he’s happy to admit that he doesn’t have the knowledge required to draw out a damper curve for a suspension specialist to work with so he’s enrolled the help of chassis engineers to assist him in the quest for the perfect set up. We’ve had a chance to sample this work on a couple of cars and have always come away impressed, and it was no different on this 435d. Springs and dampers have been attended to and the result is a machine that resists understeer far more effectively than before and one which engenders a real feeling of confidence in what the car’s response is going to be to any given input.
We’ll look at this a little more in a minute but for the time being let’s have a quick look at what else has been installed on Birds’ B4-35d demonstrator. It’s perhaps a sign of the times that diesels are able to develop pretty high power outputs to go with their prodigious torque capabilities and perhaps because of this BMW to a certain extent holds back the outputs of its twin-turbo diesel motors. Straight out of the box the 435d develops 313hp and 465lb ft of torque but after its been treated to the Birds engine management software upgrade we’re looking at an altogether healthier 380hp and a monstrous 575lb ft of torque. Kevin has looked at the various tuning boxes on the market and has concluded that he prefers to have the software reprogrammed as it gives you more control on what changes are being made. Additionally some tuning boxes only really deliver once you’ve applied at least 70 percent throttle, and with these turbo diesel lumps offering so much low down the rev range it’s nice to be able to access the additional performance on part throttle.
From the power and torque figures you don’t need to be a rocket scientist to glean that this is going to be one very rapid 4 Series so Birds has taken the sensible step of offering a brake upgrade on the car too. Birds recommends a 19-inch wheel on the 4 Series and this allows the fitment of its #Alcon 365x32mm discs, gripped by six-piston callipers. This set up features grooved discs, low weight alloy hubs and lightweight callipers and Birds reckon they allow excellent retardation from cold all the way up to the highest temperatures they can generate. On the subject of wheels and tyres it’s worth noting that the first thing Birds would recommend is ditching the runflats if your car is so equipped as the benefits of any suspension work will be negated if these are retained.
The kit we’ve so far discussed – springs and dampers, a set of 19-inch non-run flats, the performance upgrade and the Alcon brakes – are packaged together by Birds as what it terms its complete conversion for the 435d and while it might look a lot at a smidgen over £8000 (including all parts, labour and VAT) it offers to transform the performance of your 3 Series or 4 Series. Quality components don’t come cheap and it’s also worth remembering Birds offers a 24-month warranty on complete conversions so obviously has complete confidence in the products it offers. For those wishing to add additional items – such as anti-roll bars or a Quaife limited slip differential – these can again be bundled together as part of a package or added individually as the customer wishes. One of the joys in visiting Birds is that the company accepts that each of its customers may have slightly differing requirements and is happy to tailor its products and advice accordingly.
The proof of the pudding is in the eating though so we set forth from Birds HQ to cruise up the M40 to our photoshoot location where some challenging roads await. Obviously we’re expecting it to perform well when the going gets tough, but in order for the Birds car to fulfil its duality of purpose it first needs to be able to demonstrate that it’s a usable everyday machine in cut and thrust traffic. Initial impressions are favourable with the eight-speed auto quietly and unobtrusively doing its thing in the background while tickling the throttle every now and then is accompanied by a meaningful shove in the back, even on part throttle loads. Having just stepped out of a car sitting on much smaller wheels and with no pretensions to being a sporting machine the ride does, at first, seem to be a little on the hard side but as the miles pass under the 435d’s wheels we become accustomed to the slightly firmer than standard set up and end up not being able to fault the car’s behaviour on the motorway. It rides the crests and troughs very well, always seeming to be able to complete its movement before hitting the next bump or road imperfection whereas sometimes in a normal BMW you’re left with the feeling that the underpinnings are still trying to deal with one road imperfection when it hits the next which can have an unsettling effect.
Pulling off the motorway and onto some more demanding roads and the 435d demonstrates what a devastatingly quick cross-country machine this can be.
There’s power and torque seemingly everywhere in the rev range and you can have the choice of using delicate and measured inputs to ride the wave of torque or being a bit more brutal in which case the eight-speed auto drops cogs with alacrity and flies you up the road, slurring one ratio into the next as only that #ZF ‘box can do. And it’s at this point that you realise you haven’t dialled in Sport mode and once you do there seems to be a whole new level of performance to dip into.
At which point one is invariably really travelling so it’s reassuring that those Alcon brakes can wash off speed without breaking into a sweat – the pedal feels is very reassuring and even on the slippery sections of road we encounter it resists the temptation to trigger the ABS very well. Invariably though once one has knocked a chunk of speed off the dial when tackling the corner that one wanted to slow for it becomes apparent that you’ve actually washed off too much speed and that the 435d could corner much quicker. In fast sweepers the chassis inspires real confidence, gripping hard and resisting understeer very effectively while it’s a similar story amongst the tighter stuff, too. The front end clings on for dear life and the only thing you really have to do is to remember to get onto the throttle earlier than you would in an equivalent rear-wheel drive BMW so you can bring the front axle’s drive capabilities into play, and when you do you can feel the front end pulling you through just as the rear tyres start to scrabble for grip. It’s deeply satisfying and we can’t really imagine that there are all that many machines that would show this 435d a clean set of exhaust pipes, especially on these tight roads where a bigger machine would struggle somewhat.
Once we’ve finished playing and got a set of pictures in the bag it’s time to head home and sample the car’s cruising abilities once again. Snapper Gus gets behind the wheel and once we emerge back at Birds HQ he’s got a big smile on his face and concludes “That’s quite a weapon isn’t it.” Quite so. Swapping back into my everyday car I couldn’t help but feel how sloppy and stodgy it felt, it had felt fine in the morning!
This 435d is currently up for sale at Birds so if you fancy a stunning everyday supercar slayer that will pass quietly under the radar we’d very much urge you to get in touch. We can’t imagine it’ll hang around for long…
CONTACT: #BMW-F30-Birds / Tel: 01753 657444 / Web: www.birdsauto.com
There’s power and torque seemingly everywhere in the rev range
Birds-B4 component prices
ENGINE MANAGEMENT SOFTWARE 380HP: £2106
B4 XDRIVE ANTI-ROLL BAR KIT: £914
QUAIFE BMW LSD CONVERSION: £1605
B4 SPORT SUSPENSION: From £1723
EXCHANGE QUAIFE BMW FINAL DRIVE: £1710
SPORT SUSPENSION SPRINGS: £679
ALCON AE BRAKE KIT FRONT, 365X32: £2862
ALCON AE BRAKE KIT REAR, 343X28: £2377
OZ WHEEL & TYRES SET: POA
Please note: All prices quoted within this panel refer to components fitted individually not as part of a B4 Dynamic Package. Prices include parts and labour but not VAT.
/ #Birds-B4-Package prices
B4-3.5d 380HP COMPLETE CONVERSION: £6803
Engine management software, Alcon 365mm front brakes, B4 Sport suspension, 19-inch non-run flat tyres
B4 DYNAMICS PACKAGE 1 £2312
B4 anti-roll bar kit, Quaife LSD
B4 DYNAMICS PACKAGE 2: £3096
B4 anti-roll bar kit, Sport suspension springs, #Quaife LSD
B4 DYNAMICS PACKAGE 3: £4039
B4 anti-roll bar kit, B4 Sport suspension, #Quaife-LSD
Please note: All prices quoted with this panel include parts and labour but not VAT.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationStunning 520hp M4 tested MOTECH #BMW-M4 / #BMW-F82 / #BMW-M4-F82 / #BMW-4-Series / #BMW-4-Series-F82 / #BMW-4-Series-M4 / #BMW-4-Series-F32 / #BMW
Lean Green Flying Machine A stunning Java green M4 with a full set of choice performance modifications.
It’s not just the colour that makes this M4 stand out from the crowd as it’s packing a serious power hike among some other tasty modifications. Words: Bob Harper. Photography: Dave Smith.
I may have mentioned this before but our company chairman used to have a fondness for the expression, ‘if you’re going to be a bear, be a grizzly!’ We discovered this one day when he appeared in the office wearing what can only be described as a ‘rather interesting’ tie – you know, the sort that one of those programmes on the TV populated by so-called fashion gurus would have had a fit about. To call it bright would have been the understatement of the century. And we can only imagine this sort of ‘if you’re going to be a bear…’ thought process must have gone through the owner of this M4’s mind when he signed on the dotted line for this rather wonderful Java green M4 Coupé. It turns out that he’d actually gone to his local dealer to put an order in for an altogether more straight-laced M3 Saloon, but when he clapped eyes on this M4 which had just been delivered to the dealership to be a demo car it was love at first sight.
But it’s not the colour that first grabs my attention as I can hear it coming long before I can see it. We’re camped out at a photo location we know of in the wilds of Northamptonshire and at first it sounds as if there’s a Chinook helicopter on exercises somewhere in the distance, but after a few seconds this doesn’t make sense as the sound isn’t constant – it rises and falls every couple of seconds or so. Whatever it is it’s getting closer though and eventually we see the Java green M4 spearing along the lanes with the sun glinting off its freshly polished paint and even when its surrounded by lush green vegetation it still stands out from the crowd.
As the M4 sits quietly ticking away to itself as it cools down from its workout we quiz Motech’s Mike Hodder as to what exactly we have before us. Mike has been involved with tuning BMWs for more years than he cares to remember and instead of just offering remapping services with which he’s still very much involved, he’s now offering what he likes to think of as a one-stop tuning solution for busy owners of BMWs. While some owners might have the time and inclination to visit one company for an exhaust, another for a remap and another for some styling upgrades, Mike’s increasingly finding that many owners would like to have all the work carried out at once at the same company.
Thus this M4 is sporting what he’s calling the ‘M520’ package, and yes that figure does refer to the car’s power output. At the heart of this particular conversion are a couple of Remus products: a Powerizer and an exhaust system. Over the years Mike’s become a big fan of Remus products – its expertise with exhausts is second-to-none and you may well be surprised as to quite how many manufacturers Remus make exhausts for. We’ll start with the Powerizer which is a tuning box that brings power up from 431hp to 520hp – a pretty significant gain – while torque is also swelled from 406lb ft to 472lb ft. Like most tuning boxes it’s a plug-and-play item that’s fairly easily plumbed into the car’s electronics with the supplied wiring kit and it gently manipulates signals from the ECU to make its gains.
The fact that Remus’ Powerizer has full TÜV certification gives you peace of mind too. It’s not the Powerizer that’s responsible for all the noise though, that’s down to the full Remus system that replaces everything aft of the downpipes. The fully stainless system is beautifully made and has been fully reengineered by Remus’ boffins at their state-of-the-art R&D centre. As is the way these days, it’s a switchable system meaning that it can be quiet and discreet when you want it to be or strident and vocal when you’re feeling a little more extrovert – as we heard earlier on.
Completing the M520 package are a set of Pipercross air filters that are a direct swap for the OEM items. Pipercross reckons its filters have a vastly improved surface area and that the carefully selected multi-layered foam within the filters offer 30 percent more airflow which is never a bad thing – an engine that can breathe properly should always be a strong performer. These three modifications – Powerizer, exhaust and Pipercross filters – add up to the M520 package and when the work’s carried out at the same time they offer pretty decent value for money – at £2898 you’re seeing some excellent power improvements for your money.
Motech doesn’t just deal with the power side of the equation though as this car is sporting some tasty styling upgrades too. The 20-inch wheels will be a matter of personal taste – I usually like my wheels to be silver but these black DForged items do look good when set off against the Java paintwork and what’s a very nice touch on this particular machine is that the brake callipers have also been painted in Java green. The standard fit blue callipers with their M logos didn’t really look quite right with the car’s exterior colour. Whether or not the 20-inch alloys will actually improve the driving experience on our lumpy roads is a moot point but there’s no doubting they fill the arches nicely and look very good indeed.
Elsewhere around the car you’ll find some nice carbon additions – around the huge front air intakes and a splitter just below the front spoiler along with a rather natty little ducktail spoiler atop the bootlid and a nice diffuser around the quad pipes on the Remus exhaust. This particular machine has the carbon tips to the Remus exhaust and it has to be said they really do look the part. As is the case with carbon exterior parts they don’t come cheap, well certainly not for quality components such as these, but at £540 for the three-part front spoiler, £660 for the rear diffuser and £276 for the rear spoiler these particular items do seem to be very keenly priced and look to be of high quality with a nice lustre displaying the carbon weave underneath.
The last couple of changes that have been wrought can’t be seen but include au Ultra Racing lower rear strut brace to tighten up the rear end and a set of Eibach lowering springs which lower the M4 by 20mm. These won’t be the end of the chassis changes though, Mike’s currently experimenting with a couple of different options which should help the M4 to use its power to good effect.
That’s enough of the theory though and now that photographer Smithy’s got his pictures in the bag it’s time to experience the performance for ourselves. Before we put the hammer down we start off by getting familiar with the M4 again and driven at moderate speeds it’s as refined and cultured as you could want it to be. The exhaust’s muted, the additional power is slumbering and you could almost be forgiven for wondering what all the fuss is about.
The roads around here are lightly trafficked and have some wonderfully inviting sections that are wellsighted and allow you to really drive quite hard and in these circumstances the M4 really comes alive. It’s been set up so that when you engage Sport Plus you have the full 520hp at your disposal along with the exhaust having its flaps fully open, so not only are you covering ground at an increasingly rapid pace but you’re being aurally assaulted at the same time. Like many other modern M cars it’s not a desperately cultured sound if you compare it to a naturally aspirated multi-valve straight-six from ‘the olden days’ but of its type this Remus system has to be one of the best we’ve experienced. It sounds angry – very similar to the AC Schnitzer ACL2 we drove a couple of months ago and it does seem to egg you on to extract the full performance from the car.
I can’t imagine wanting to travel any faster than this on British B roads, even ones that are as wellsurfaced and well-sighted as these ones, but you find you can’t help yourself… you keep trying that little bit more, just a bit more throttle, just to hear an even more vocal and strident symphony from the exhaust. It’s a bit of a licence loser, but what a way to go! Even though these roads are better than most the odd bump can knock the M4 off line and eventually we call a halt to proceedings while we’re all still in one piece. On a dark and damp winter’s evening you could get yourself into an awful lot of trouble with this car, but if you have a modicum of self restraint and are happy to notch the pace back a little then you’d still be able to cover ground at an indecent pace while (colour aside) slipping under the radar.
We run the M4 back to Motech’s Northampton HQ and as we’ve had our fun on the back roads we elect to cruise back and in its normal mode loping along at the legal limit the car’s perfectly refined. The exhaust is quiet, there’s no hyperactive throttle response – even the ride’s pretty decent on those bigger rims and lowering springs. It’s nigh on the perfect all-rounder – fast and shouty when you want it to be, calm and relaxing when you’re not in the mood.
So, ultimately, while you don’t have to have be a grizzly and spec your M3 or M4 in a lairy BMW Individual colour, opting to fit Motech’s M520 package will certainly help you sound like one. We’ve tested plenty of M3s and M4s now and reckon this one’s right up there with the best as far as aural stimulation is concerned and with the performance upgrade it’s got the bite to match its bark.
Driven at moderate speeds it’s as refined and cultured as you could want it to be.
Contact: Motech Performance
Tel: 01604 810000/07842 122467
TECHNICAL DATA #2016 #BMW-F82 / #BMW-M4 / #BMW-M4-M520 / #BMW-M4-M520-F82 / #BMW-M4-M520-F82
ENGINE: In-line six-cylinder, turbocharged, 24-valve
MAX POWER: 522hp
MAX TORQUE: 472lb ft
M520 PACKAGE: #Pipercross free-flow filters; #Remus downpipe back exhaust system with 102mm carbon tips with race centre section; Remus Powerizer. Package price inc. fitting (with chrome tailpipes): £2898.00
STYLING: CarbonSpeed three-part front spoiler extensions and splitter: £540.95; CarbonSpeed full rear diffuser: £660.95; CarbonSpeed ducktail rear boot spoiler: £276.95
WHEELS AND TYRES: #DForged D1 9.5x20-inch (front), 10.5x20-inch (rear); Toyo Proxes
CHASSIS: Ultra Racing rear lower strut brace: £189.95; Eibach 20mm spring kit: £245.00
Motech Performance: 01604 810000
The Performance Company: 01933 685840
Pipercross Air Filters: 01604 707750
Colour Kraft: 07881 536 186
Dooka Detailing: 07754 733778
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