Toggle Sidebar
News Feed

Currently filtering items tagged with #BMW-E30-M50


  • Post is under moderation
    SIZE MATTERS

    A period-styled early-’90s E30 is a very desirable thing these days. So what happens if you exaggerate all of the details just a little bit? Ernie Hofstetter is the man to ask… Words: Daniel Bevis. Photos: Anna Taylor.

    / #BMW-E30-M50-swapped / #BMW-E30-Cab / #M50-swapped

    Exaggeration, despite what your teachers at school told you, is nothing to be ashamed of. Indeed, it can be helpful in getting ahead in life to artfully embellish and subtly big up the finer points of your character and achievements, to massage the salient facts into something more colourful. Doesn’t hurt anybody, does it?

    Ernie Hofstetter is a man who appreciates the nuances of this sort of behaviour. We’re not saying he’s a show off, of course – not by any means. But he’s reached the stage in his life when he’s seen a few automotive scenes come and go, ebb and flow, and he’s been taking notes all the way through. And here, with this E30, we find his meisterwerk; the physical manifestation of his years of careful observation, made real in glorious style. He’s taken the archetypal retro #BMW convertible, made it look sort of like a spec’d-up period example, but cunningly exaggerated the details. Thanks to this carefully thoughtthrough approach, the car’s almost like a cartoon – it looks like it would have done rolling through his hometown of Howell, New Jersey back in 1991, but something’s different… it’s lower, broader, meaner, more aggressive. Those subtle small details have added up to a mighty whole.

    “Back when I was 18, I thought these E30s were the coolest thing,” Ernie remembers. “When the time came around decades later that I wanted a fun car, that model immediately came to mind. Throughout the years my cars have always been modified – one of my favourites was my 2006 Lincoln Mark LT pick-up truck – but this a bit different. I’ve always been interested in BMWs, it’s a quality European driving machine, so it was the clear choice this time.”

    Ernie happily admits that he didn’t have a distinct plan for the car when he first got hold of it, and was willing to let inspiration be his guide. The cabriolet was found for sale in Philadelphia, and was in reasonable condition – not amazing and certainly not up to Ernie’s high standard but, of course, it was never the intention to buy someone else’s project. He wanted to create something unique of his very own: “Let the modding begin,” he mischievously grins.

    The first area that was primed for exaggeration was the big oily bit under the bonnet. While M20 motors have their merits, Ernie wanted to go harder, better, faster, stronger, and the way to achieve this was to swap the thing out for the rather mightier choice of the M50. Specifically, an #M50B25 : the 2.5-litre #straight-six that you’d normally find powering an E36 325i. “The M20 was boring and ugly,” he says, somewhat mercilessly, “and the M50 is much cleaner and sleeker. Any non-essential parts were removed from the engine bay, along with any unnecessary brackets and so on, to make it all look as clean as possible; the battery was relocated to the boot to help with this too. I uprated the cooling system with a Mishimoto radiator and a Spal fan, and the exhaust system consists of ceramic-coated exhaust manifolds with heat wrap, a Borla mid-section and a Vibrant muffler – all custom, of course!

    The car also started off as an automatic, but we couldn’t have that so it’s been swapped to a manual Getrag 260 five-speed transmission, with a Z3 shifter and aluminium shift carrier.”

    A pretty comprehensive transformation, you’ll surely agree, but Ernie was just getting started. Having substantially beefed up the muscularity of the old drop-top, neatly morphing it from cruiser to bruiser, it was time to address the question of altitude.

    Now, Ernie’s seen a thing or two, as we said, so he’s observed the stance scene evolving from grass roots to comparative mainstream. However, while air-ride has been around since World War II, its presence at the forefront of custom car culture is a relatively recent thing; back when our man was a teenager, the way to get your ride hopping was to slam in some hydros. So is that what Ernie’s opted for here? Not quite… you see, that exaggeration factor has come into play again. “I’ve always had the need to go lower,” he explains (note that he uses the word ‘need’ – that’ll no doubt be familiar to a number of you. This isn’t just playing, it’s a lifestyle). “The only thing that could satisfy me with this project was air suspension. So now the car has a full Air Lift system, with 3P management, rolling sleeves up front and Slamit Industries bags in the rear with Bilstein shocks. I custom-painted the airtank in the trunk, which gives a good supply of air at all times!” Well, that’s good to hear.

    The next logical step was to put some thought into the wheels. No good slamming the thing over a set of weedy stock steels, right? So Ernie bolted on some 17” rims from iForged… but then he quickly changed his mind. The period style of the early Nineties was calling, and he found himself drawn toward the timeless charms of the BBS RS, knocking the diameter down an inch but beefing up the girth to amusing degrees: these things are 7.5” wide at the front, 8.5” out back, and the way it sits is so aggressively juicy that it almost makes your eyes water. Imagine an automotive cartoonist in the early 1990s sketching up a BBS-shod E30, slamming it to the ground with improbable lows – that’s the look Ernie’s achieved in real life. Once again, it’s a masterstroke of considered exaggeration. “Whatever happened to the car, I wanted it to be as clean as possible,” he assures us.

    “The small details count to me. So this car was a real labour of love! The bulk of it was actually built by Michael Hockman, who is a legend in the E30 community, and has now become a great friend of mine. But all the fine finishing work was done by me, with great pride, as well as some talented people: Levent from Guten Parts, Andrew from Open Road Tuning, Rich from County Line Auto Body, and of course my fantastic wife Michelle who has the patience of a saint!”

    What’s clear as Ernie talks us through the detail points of the car is that this sits somewhere on the mid-point of the scale between evolution and revolution; some of the changes he’s made are pretty extreme, and yet the whole ethos of the thing is to consider a period build and artistically amp it up for a 21st century audience. Take the treatment of the interior: “I wanted the insides to be as stock as possible, but I still wanted the modern amenities,” he says. “So that meant an AV audio receiver, iPod interface, reversing camera, satellite radio, navigation – all of the things that make it more comfortable.” And that’s exactly what we find in there, all subtly and tastefully integrated into the old-skool vibe. It certainly helps that work like this is his bread-and-butter, being a salesman of stereo and security systems for cars as well as all manner of bolt-on performance gizmos, and this E30 ’vert is a solid manifestation of his skills as well as his aspirations.

    “It took a good six months to get the car to a quality I was happy with,” Ernie explains. “But there’s always fine-tuning going on – they’re never really finished, are they?” Well, no, he’s hit the nail on the head there. We always find new things to fiddle with. And when you’ve been observing the scene for as long as Ernie has, your mind can’t help but be constantly swimming with fresh ideas and new things to try. So this E30 is bound to change in the near future – possibly unrecognisably – but in this cheery little snapshot of the here-and-now, it’s pretty much perfect. An early-Nineties style convertible, with all the details cleverly exaggerated to turn it into a thoroughly modern creation.

    TECHNICAL DATA FILE #BMW-E30-M50 / #BMW-E30 / #BMW-325i-E30 / #BMW-325i-E30-M50 / #BMW-E30-Cabriolet / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Cabrio / #BMW-325i-Cabriolet / #BMW-325i-Cabriolet-E30 / #Getrag / #Viair / #BMW-E30-Air-Lift

    ENGINE AND TRANSMISSION 2.5-litre straight-six #M50B25TU / #M50 / #BMW-M50 / #M50B25 from E36 325i, #Mishimoto radiator, Spal 16” fan, battery relocated to boot, #Raceskids skid plate, 318i harness cover, ceramic-coated headers with heat wrap, custom Y-pipe, #Borla mid-pipe and #Vibrant rear box with 2.5” piping, shaved and wire-tucked bay, #Getrag-260 five-speed conversion, custom transmission brace, Z3 shifter, aluminium shift carrier, 3.73 LSD

    CHASSIS 7.5x16” (front) and 8.5x16” (rear) ET14 #BBS-RS / #BBS , 180 slant lip (front) and 247 slant lip (rear), with 195/45 (front) and 215/40 (rear) Yokohama S-Drive tyres, full #Air-Lift suspension system with front rolling sleeves and Slamit Industries rear bags, Autopilot 3P management, dual #Viair-444C compressors

    EXTERIOR Smoked projector headlights with integrated indicators, 6k low- and 3k high-beam HID lights, Euro grilles, rear impact strip fitted to front bumper, smoked tails and corner lights, front and rear valances with Ryan G splitter

    INTERIOR #M-Tech-II suede steering wheel, suede gaiters, chrome gauge rings with Alpina tach strip and painted needles, #ZHP illuminated gear knob, #BMW pedal set including foot rest, Alpine AV receiver with navigation and reversing camera, JL Audio speakers, subwoofer and amplifier

    Gorgeous 16” #BBS RSs boast impressive width and have serious dish going on.

    Air Lift 3P #Air-ride setup lets Ernie go as low as he wants to while custom boot build shows off both air components and upgraded audio elements, which include JL Audio speakers, subwoofer and amp.

    “The small details count to me. So this car was a real labour of love!”
    Stream item published successfully. Item will now be visible on your stream.
  • Post is under moderation
    KEEPING IT REAL Turbo M50 E30.

    UK two-door is the perfect blend of style and pace. #BMW-3-Series / #BMW-3-Series-Coupe / #BMW-3-Series-E30 / #BMW-3-Series-Coupe-E30

    What was once an unassuming #BMW-318i-E30 / #BMW-318i has been comprehensively transformed into a turbocharged beast. Words: Aron Norris. Photos: Scott Paterson.

    The BMW E30. Some would say it’s flavour of the month. Others would say it’s their favourite ’80s BMW. Perhaps the infidels among us might even say it’s a little bland. Wherever you stand on the E30, you can’t deny that those Claus Luthe penned lines have aged very, very well. Like a fine wine, these Bavarian compacts are becoming hot property amongst collectors.

    Whilst concours classics might be some people’s idea of BMW perfection, others, like Steve Foxall, prefer to use a stock car as a template, a blank canvas if you will. Whilst the 1983 318i you see here might look all sweet and innocent at first glance, there’s a secret lurking. If you’re an OE concours purist, look away now…

    Now, when Steve bought the E30, it was in pretty good stock condition because the previous owner had it repainted 12 years ago, which meant Steve could get straight onto the fun of making the 318i his own, something a little less, er, 318i. This is a true driveway project car. Let’s be straight here, it doesn’t take much to make an E30 look great. With those handsome ’80s lines it almost seems perverse to suggest messing too much with BMW’s original formula much at all. I mean, the OE Schwarz black really gleams against the chrome bumpers and trims, all as you would expect I suppose.

    Visually, the E30 has lost a few stock items and gained some choice add-ons, but nothing terribly drastic. The front numberplate and foglights have been deleted, which neatens things up nicely, making way for a Jimmy Hill front lip and M Tech 1 rear spoiler to add some ’80s indulgence. There are no wide arches here, nothing untoward you might say. Well, until you peer under the bonnet, that is…

    You see, from the very beginning, Steve knew the original M10 engine in his 318i formed no part of his future plans. His vision was always to build a turbocharged sixcylinder M50 beast. Never again would this be a well-behaved practical car. Nobody wants that anyway, right? As luck would have it, Steve managed to find a 1993 E36 325i donor at the scrapyard, which meant things were coming together rather nicely. Operation strip down could begin. Goodbye M10, it was nice knowing you. The donor #M50B25TU powerplant was to provide the perfect base.

    For the geeks out there, TU stands for ‘technical update’ which means variable valve timing, i.e single Vanos to you and me. In preparation for the turbo, ARP big end bolts, head studs, race mains, big end bearings, valves, springs and rings were thrown into the mix and a 0.120” MLS Cometic head gasket to lower the compression. Stock pistons, crank and block more than do the job, having been honed to reliably deliver an impressive level of tune.


    In order to fulfil his turbo dreams, Steve knew he’d need a fully custom manifold, so a twin-scroll setup was built for his Holset HX35 turbo with 12cm housing. With everything in place, the next step was to build an exhaust. No surprises for guessing that, again, Steve went for a custom setup, this time a Hard Knocks Speedshopfabricated 3” downpipe and exhaust with hidden tip. Continuing the custom fabrication theme, an E34 oil pan (with turbo drain) was shortened and widened to keep the little E30 nicely lubricated at all times. While the old 318 lump was out, Steve took the opportunity to completely smooth and weld the bay, with a fresh helping of Schwarz paint to spruce things up. Blood, sweat and tears ensured the new engine would to take centre stage in the bay, and quite rightly, too.

    With the engine taking shape nicely, Steve’s attention moved towards the transmission. His dream M50 build was mated to a Getrag 260 gearbox with a lightened and balanced M20 flywheel to improve throttle response. An uprated six-puck composite clutch, Sachs 618 pressure plate and M3 release bearing were acquired to more effectively handle the increase in power, along with a lightened and balanced propshaft. Steve got in touch with Hack Engineering to order a solid prop ring and the good guys over at SS Autowerks were called upon to provide a set of solid transmission mounts for the build.

    To keep everything running just so, Vems management was purchased and a completely custom tucked wiring loom was fitted in the freshly smoothed and painted bay. After some testing, tweaking and mapping, Steve’s E30 was almost ready for action.

    Next on Steve’s radar was chassis and handling. The steering rack was swapped out for a Z3 item with custom linkage and a 3.64 LSD was rebuilt with Porsche plates (for tighter locking). Braking was sharpened up with uprated pads and discs, teamed with a Porsche 944 brake booster and braided hoses. SS Autowerks was again involved with the build, supplying BC coilovers with custom springs, front and rear. For a fast road setup, fully polybushed, this car both looks savage and handles as it should.

    In the wheel department, the E30 needed grippy tyres, so the obvious choice was to kill two birds with one stone and bolt up some girthy Schmidt TH Line three-piece splits with Toyo rubber. These 16” beauties in staggered 8.5” and 9.5” fitment suit the E30 a treat. Polished dishes with silver centres contrast beautifully with black bodywork.

    With over 350hp on tap, this little black beauty is lively on the road to say the least. In fact, the truth is you have to be on the ball just to keep it in a straight line. This is pure man and machine stuff. If you overcook it, there’s no computer to save your bacon, as this car will make you pay for any mistake or lapse in concentration.

    The interior of Steve’s E30 is pretty minimalist. You won’t find anything more than you need here. With the focus of this car well and truly centred on the driver, you’ve got a Nardi steering wheel, Delrin shifter, Recaro Pole Positions with TRS harnesses and a custom half roll-cage. That’s it. There’s no fuss – just as it should be with this type of car.

    The original black leather interior just didn’t cut the mustard on B-road blasts, so Steve was on the lookout for a pair of replacement front seats and the black cloth Recaros were the perfect upgrade whilst keeping things simple. The rear seats were binned to save some weight and the battery was moved to the boot by using an S2000 mount with shut off. The interior changes have kept things period-correct, which is a definite winner and suit the E30 down to a tee.


    Steve’s E30 is testament to home-brew engineering and modification. It might look like a regular E30 from the outside but, make no mistake, this is a driver’s car which will quite happily trounce most modern competition in the performance stakes. There’s something very grass roots about this car and we love it.


    Stunning polished Schmidt TH Line 16s are the perfect wheel choice for the E30.

    M50 has been treated to a whole host of internal mods plus an HX35 turbo with custom manifold and exhaust system. The bay has been beautifully smoothed.

    DATA FILE #BMW / #M50-Turbo / #BMW-M50 / #BMW-E30 / #BMW-E30-M50 / #M50B25 / #Getrag

    ENGINE 2.5-litre straight-six #M50B25TU / #M50 , 0.120” #MLS-Cometic headgasket, #ARP big end bolts and head studs, race mains, big end bearings, valves, springs and rings, stock honed pistons, crank and block, custom twin-scroll exhaust manifold, #Holset-HX35 turbo with 12cm housing, #Tial-BOV and wastegate with screamer pipe, custom shortened and widened oil pan based on E34 pan and turbo drain, semi-solid custom engine mounts, A/C delete, PAS delete, switched #Bosch-044 in-line pump with Siemens 660cc injectors, Vems management with custom wiring loom completely tucked, 3” downpipe and exhaust with hidden tip by Hard Knocks Speed Shop, Mishimoto switched 14” fan, intake elbow and aluminium E36 fan with header tank delete

    TRANSMISSION #Getrag-260 five-speed manual gearbox, M20 lightened and balanced flywheel, Sachs 618 pressure plate, custom six-puck composite clutch, M3 release bearing, Hack Engineering solid prop ring, custom transmission brace, #SS-Autowerks solid transmission mounts, lightened, balanced propshaft, 3.64 LSD rebuilt with Porsche plates for tighter lock

    CHASSIS 8.5x16” (f) and 9.5x16” (r) #Schmidt-TH-Line Lines with #Radinox dishes and 195/40 Toyo TR1 (f) and 205/40 Nankang NS2-R (r) tyres, BC coilovers supplied by SS Autowerks with custom springs, fully polybushed, reinforced subframe, Z3 steering rack with custom linkage, Z3 short shifter linkage, underside running gear completely rebuilt, shot blasted and powercoated in gloss black, 944 brake booster with braided lines all-round, uprated pads and discs with stock calipers

    EXTERIOR Engine bay totally welded smooth, battery tray delete, front foglight delete, M Tech 1 rear spoiler, Jimmy Hill front lip, genuine blue tinted mirror glass, custom front numberplate delete

    INTERIOR Delrin gear knob, Stack oil pressure and oil temperature gauges, rear seat delete and carpeted, black headlining, Recaro Pole Position seats with Recaro sliders and custom seat mounts, TRS harnesses with reinforced chassis mounts, custom half roll-cage with reinforced chassis mounts, Nardi steering wheel, battery relocated in boot using S2000 mount with shutoff

    THANKS Fourseasons, SS Autowerks, RollHard (www.rollhard.co.uk), Hack Engineering, all my mates who helped
    • Steve Foxall’s Turbo M50 E30 Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’Steve Foxall’s Turbo M50 E30
      Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’s stunning UK machine, as it really is an awesome build and proved very popular with all of you, and with good reason. We saw it in person at a couple of shows and it was a real head-turner, not least of all because of what’s under the bonnet. At its heart is an M50B25, swapped into a wire-tucked bay, with a Holset HX35 turbo strapped to it for plenty of power. There’s also a removable bonnet to show the whole lot off. BC Racing coilovers deliver a sizeable drop over a set of gorgeous, fully polished 16” Schmidt TH Lines, while the interior has been treated to, among other things, a pair of Recaro Pole Position seats and a gorgeous Nardi wood-rimmed steering wheel. The perfect blend of elegant, classic style and serious power, it’s pretty much E30 perfection in a nutshell.
        More ...
    Stream item published successfully. Item will now be visible on your stream.
  • Post is under moderation
    2016 / #BMW-E30-conversions / #BM-Conversions-UK-Ltd / #BMW-325i-Cabrio-E30 / #BMW-E30-M50 / #BMW-E30 /

    A new name on the #BMW modifying scene is BM Conversions UK, based in Staffordshire/West Midlands. Those who frequent the E30-Zone website will know Dan Harborow and also the quality of the work he’s been turning out for the last few years.

    It’s not just the spanner work either, but the parts he manufactures and the solutions to seemingly impossible problems – making an E46 330i engine work in an E30 along with a functioning DSC is not a job for amateurs! Dan pretty much started the E46 rack conversions and makes both new PAS fluid pipes as well as the column to rack shafts with UJs. Exhausts, manifolds and rear axle beams with adjustable trailing arms are specialities of the shop. Even stuff like custom-made air-con pipes that maintain a factory underbonnet appearance can be made. Engine builds, big brakes and lightened flywheels are all part of the product range and you only have to see Dan’s own car, an Alpina 3.2-powered #1987 #BMW-316-E30 to see what you’re dealing with – the attention to detail is astounding.

    The good thing about Dan’s engine conversions is that they retain the factory ECU and engine loom. Too many conversions have aftermarket ECU and wiring compromises to suit the car, and the end result is rarely brilliant. Dan’s approach, however, is to alter the car to suit the engine, engine loom and ECU so that it starts, runs and drives like a factory product. Check out Dan’s page at drive-my.
    Stream item published successfully. Item will now be visible on your stream.
  • Post is under moderation
    BINARY LOVE

    Building a drift car requires a certain degree of barely contained madness, and this 520hp turbo E30 is exactly the sort of crazy that floats our boat. What was your first car like? Was it anywhere near as hardcore as this E30? Daniel Lavman’s drift-focused build is a lesson to us all… Words: Daniel Bevis. Photos: Hjalmar van Hoek.

    If there’s one piece of advice from Red Dwarf’s neurotic android Kryten that we need to hold close to our hearts for all of our days, it’s this: ‘If you don’t #GOSUB a program loop, you’ll never get a subroutine’. Or, in more Lister-friendly parlance: ‘Nothing ventured, nothing gained’. It’s an obvious point but nevertheless one that stands to be remembered. You only live once and there’s no point spending your life thinking about what could have been. Why go off half-cocked? You’ll only regret it on your deathbed. ‘Why did I spend my thirties driving a diesel Vectra and trying to maximise my mpg instead of building a badass drift car?’ you may wonder.

    That, of course, is not going to be a concern for Daniel Lavman. He, as you’ve probably guessed, is the chap who nailed together this particular badass drift car and it doesn’t really need pointing out that he’s pretty happy with it. I mean, wouldn’t you be?

    The most eyebrow-raising element of this project (or, at least, the first eyebrow-raising element, for as you’re soon to discover there are a great many) is that this is Daniel’s first car. I know, let that sink in, give it some thought. I’ll just stew for a moment in the fact that my first car was a rusty 1.0-litre Nova, and we’ll regroup shortly when we’ve reassessed a few basic issues of perspective and lifestyle. Better? Okay, let’s find out what the deal is…

    “Yep, this was my first ever car,” Daniel confirms. Well, that’s cleared that up. “I’ve had a few other cars over the years but no full race builds of this scale.” The implication here is that there’s a certain sentimental attachment to this project, which will probably make a lot of sense to more than a few of you. How many can say that your current car is your first car? Probably not a huge number. But you’ll never forget your first car; it means freedom and enlightenment. It’s also a means to an end, probably bought cheaply and scrapped when it broke. I know my Nova was.

    (Although, to be fair, scrapping it was the kindest thing. The fewer cars in the world with 45hp engines the better.) But Daniel’s fledgling steps into E30 ownership evidently made quite an impression, as he just didn’t want to let the damn thing go.

    “I’ve always liked the E30 as a model,” he says. “I think it’s because of the size, you can build it into anything. It doesn’t get much cooler than a sick E30.” This is a view that we know is shared by a lot of readers given that our voting for the 2015 PBMW Car of the Year ultimately saw three different E30s vying for the title. The retro Eighties three-box is at its zenith right now, still being relatively affordable and representing a strong ‘my dad/neighbour/BTCC hero had one of those’ vibe.


    “I don’t even remember what the car was like when I got hold of it, it was that bad,” Daniel laughs. “But I know that it was in really, really bad shape; the grinder loved it! Just a few weeks after I bought it I’d totally stripped it down and welded in a roll-cage, changed the roof from steel to fibreglass, and swapped the M20B20 engine to an M50B25.” This last move was an act that planted a flag in the ground as a statement of intent, proving that Daniel wasn’t messing around. The M20 offered a sturdy but sober 120-something horsepower whereas its M50 successor knocked things up a notch with such treats as DOHC, coil-on-plug ignition, four valves per cylinder and a whole world of tuning opportunities. And with such mischief in mind the motor was never destined to remain stock; the idea behind slamming in a stronger motor was to sprinkle in a pocketful of stardust and see just how stellar the thing could be. We’re talking about a billet Precision 6262 turbo, a cooling system so clever it’s got a doctorate in engineering (er, possibly), and a Pinky and the Brain-style ECU calling the shots with a frightening demeanour hellbent on world domination. The upshot of Daniel’s relentless rebuilding and refining both inside and outside the engine? A mighty 518hp at 1.3bar of boost, bolstered by 502lb ft of torque. That really is quite a lot of torque, isn’t it?

    But this car hasn’t been built for pulling tree stumps from the ground. Take a look at the pictures, you’ll soon figure out the purpose of this thing: it’s a bona fide, dyedin- the-wool drift machine, taking no prisoners but plenty of names. The selfstyled ‘Dirty E30’ spends so much time going sideways it should have wipers fitted to the doors, and the strong spec list enables this smoky prowess to be done in fine style. Consider, as a starting point, the squareon view of the tail-end. Between the smoked tail-lights, where you’d generally expect to find a numberplate, you’ll see a seductively canted radiator setup with twin fans blowing a farewell salute to whoever happens to be behind – which, realistically, is basically everyone. The bodywork has been unceremoniously sliced away beneath the bumper, while the top half sports a spoiler like a skate ramp and a neatly drilled sheet of plastic to titillate the rear-view mirror. And that’s just one aspect of the aesthetic!

    Take a peep through the side window and you’ll spot a natty gear shifter with two elbows (don’t you wish you had two elbows on each side? The things you could do…), a whacking great hydraulic handbrake, an ohso- contemporary tablet to monitor the EMU ECU readouts, forthright fluid reservoirs, and an overall aura of Mad Max-meets-Ken Block. It’s a little frightening, frankly. “Back at the start, my plan was just to build a nice and fast street car,” Daniel recalls with no small amount of nostalgic amusement, “but that escalated quite fast and I changed my plans! I started to build it into a pure drift car for track use. One thing that I think is common for all car builds is that you always want to step things up, to upgrade the build, even when it seems like it’s finished. So after a few events in 2013 I decided to take the car to the next level, with a total rebuild centring around a new roll-cage from Divina Performance.”

    Daniel was absorbing all manner of treats from the drift scene and the E30 chassis found itself wearing drift-tuned D2 coilovers and a fairly astonishing lock kit, along with some stupefyingly large brakes to rein in the lunacy. After all, let’s not forget we’re talking about 518hp. That’s a lot!


    Remember those eyebrow-raising elements we were talking about? Yeah, we said they were plentiful. Daniel has been keen not just to build a devastatingly competitive skidder but to craft something that rewards onlookers with every glance, each fresh vista offering something new and exciting. There’s the fuel filler in the rear window, the towing-eye on the strut top (something that’s becoming a real darling of the scene these days), the way the vast turbo’s pipework snakes over the angled M50 head, the pins holding the bumpers on, the exhaust exiting through the front wing, the Aeroquip fittings… ah, hell, this list could go on all day. The point is that this E30 is a triumph of both function and form, and that’s by no means an easy thing to achieve. It goes like Thor himself has jammed a lightning bolt up its backside. It slips sideways with the ease and precision of a good ol’ boy line dancer. And it looks so animalistic it makes small children lose sleep. Now, some of you may be looking at this car and thinking ‘I’d have done such-and-such differently’ or ‘those aren’t the wheels I’d have chosen,’ but you have to remember that this is an evolving thing. It’s alive. Daniel is endlessly shaking up the formula, those ones and zeroes of its very binary code being reshuffled on a week-by-week basis.


    “Shortly after this photoshoot, something happened…” he reveals. “It must have been those beers in the workshop that did it, and then the grinder came out – and soon enough the car started morphing into E30 version 3.0! Even more extreme, I started working on removable wide-body wings and bash bars, an E34 M5 rear axle and, of course, more boost. I’m building a new engine for next season, too: a fully forged M50B28 which should have 750hp+. Watch this space!” You can follow his progress on Facebook, at facebook.com/DrtyE30.

    So you see this constant evolution is shaping the 3 Series into something formidable and always surprising and fresh. Daniel’s taken it out to a few Gatebil events to wow the crowds, along with a variety of local meets and drift events, and he feels so totally keyed into the car that he’ll indulge in a lot more drifting through 2016. It’s getting a lot of good reactions, too. And although a build like this polarises people – like a certain sticky breakfast spread, you either love it or hate it – if you’re anything like us, you’ll be in the former camp, your face resembling that particular Emoji that has hearts for eyes. This is binary love. And the drift-specific focus of this E30? It’s a hell of a subroutine.


    Custom widened arches front and rear look the part and help to accommodate nine-inch 16s.

    It must have been those beers in the workshop that did it, and then the grinder came out Daniel Lavman.

    The ‘Dirty E30’ spends so much time going sideways it should have wipers fitted to the doors Daniel Bevis

    TECHNICAL DATA FILE Turbo Drift #BMW-E30 / #BMW / #BMW-E30-M50 / #BMW-E30-Turbo /

    ENGINE AND TRANSMISSION 2.5-litre straight-six M50B25 / M50 / #BMW-M50 (non-VANOS), #EMU #ECUMaster tuned by #PSI-Motor , #Precision-6262 billet turbo / #Precision , custom exhaust manifold and system, rearmounted cooling system, Z3 rear axle with 4.10 diff, #ZF five-speed gearbox, rebuilt M20 flywheel with #Sachs 618 pressure plate and sintered clutch, 518hp and 502lb ft at 1.3bar


    CHASSIS 9x16” (f & r) #OZ-Vega wheels with 215/40 (front) and 225/40 (rear) tyres, D2 Drift Spec coilovers, #T-Parts steering lock kit, #Brembo four-pots with 315mm discs (front) and two-pots with 270mm discs (rear) #OZ

    EXTERIOR Fully shaved and smoothed, rear doors welded up, custom wide arches front and rear, removable bash bar, custom aluminium rear spoiler, fibreglass roof

    INTERIOR #Custom-Divina-Performance TIG-welded cage, #Driftworks Cobra FIA fibreglass seats, #QSP six-point FIA harnesses, custom aluminium details, #Tilton-600 Series pedal assembly, custom shifter mechanism and handbrake, Samsung tablet for EMU ECUMaster readouts

    THANKS All of my friends who have been involved in the build! Also PSI Motor, Idefix Autoworkshop, #Divina-Performance , #TBM-Performance , Thagesson Motorsport, DDESIGN.NU, Flatoutperformance.se, T-Parts, Oljemagasinet.se, Brothers Garage, Spacers.se, and Svensk Turboservice AB

    Interior suitably stripped-out, with multiple gauges and a Samsung tablet displaying essential information.

    Multiple cooling hoses are fed by NACA ducts in the rear quarterlights in order to supply boot-mounted rad with air.

    Engine bay, and pretty much whole front end, dominated by massive 6262 turbo; vast intercooler occupies entire front area so rad (bottom right) now lives in the boot.
    Stream item published successfully. Item will now be visible on your stream.