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    PRE-PAINTED WINGS / #BMW-E46 / #BMW / #BMW-E46-Wings

    The E46 has always suffered from rusted front arches and to have a pair of wings put on your average example by a bodyshop and painted, is going to be prohibitively expensive. The accepted method to do this on a car is to paint the wing shuts, bolt it to the car, paint both the wing and into the door to blend the colour and then lacquer both panels. That’s into 500 quid, at the very least plus.

    But, these days, few E46s warrant that sort of expense unless it’s a 330Ci Clubsport, or a nice, late-model Convertible. But look on eBay and there are companies selling pre-painted front wings. There isn’t much variance in BMW colours, so the usual suspects – Titan silver, Black Sapphire, Topaz blue, etc, are pretty easy to match.

    The better pattern wings also fit pretty well so, if you can fit the wings yourself (not hard), then this is the answer. Prices are around 100 quid each for saloon and Touring wings, and £115 for Coupé and Convertible panels.
    Clayton Auto Salvage Ltd is a good example of a number of suppliers selling on eBay and, when you can have a new, painted wing delivered free for 100 quid, it’s rarely worth trying to find a rust-free original. Fitting isn’t too bad, although the top Torx bolts can be a real bitch. The rear, A-post bolts are easy with the arch liner pulled back, and plenty of masking tape around the door, sill and bonnet edges.
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    What about the BMW 325ti E46?

    I’m commending you on such a great magazine. It really covers what I feel are the cars most of us mere mortals aspire to or do own without having to sell our souls. I love the mix of makes and the direct comparisons that caused such debates when the cars were new in our youth. Indeed, you featured one of my cars (my glorious BMW 850CSi E31) and that issue has achieved cult status on my coffee table.

    I would like to draw your attention to a car you seem to have overlooked, unless I have missed an article somewhere. In fact, the only mention of it appeared two years ago where you tipped it for future stardom. I give you the BMW E46 Compact 325ti.

    It’s about time we looked at the BMW 325ti E46.

    / #BMW-325ti-Compact-E46/5 / #BMW-325ti-Compact-E46 / #BMW-325ti-E46/5 / #BMW-325ti-Compact / #BMW-E46/5 / #BMW / #BMW-E46 / #BMW-3-Series-E46 / #BMW-3-Series / #BMW-3-Series-E46/5
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    When your youngest car is 15 years old you always have maintenance and stuff to do and when you have four cars and a project car the list is long! / #BMW / #BMW-E46 / #DISA-valve-replacement-kit / #DISA

    PIERS’ E46s

    This month I have had to focus on the daily fleet. My #BMW-330i-E46 has been neglected of late and I have been meaning to do the DISA valve (the DISA valve alters the inlet runner length to aid low-down torque) for some time. My #BMW-330d-E46 has started to get smelly in the cabin and the fuel economy has got worse. The #BMW-330d has the label of parts car and has always been a bit of a beater but this doesn’t change the fact that it still needs to be maintained to retain some of its value and keep the engine going if I do break it!

    As with all cars there are well-known faults and maintenance issues that raise their head in the car’s lifetime. I have addressed a lot of them in the past with the 330i: the cooling system, Vanos seals, CCV, lower control arm bushes, rear trailing arm bushes, oil filter housing gasket, rocker cover gasket… the list of repairs is really quite long!

    The DISA valve in the #BMW-M54 engine is a component that wears over time and it can then fail and the results can be catastrophic as the engine ingests the plastic… yes again plastic. BMW, why do you love plastic so much for your components?!

    The M57 engine is an all-time great but there are some well-known problems, one of which is the exhaust manifold. The manifold is made from stainless steel and it is made up of several parts which are welded together. As a result the manifold, after many heat cycles, can crack along the weld lines causing it to blow. This means the engine bay has exhaust gases in it, leading to a smelly cabin. The turbo fails to spin up how it should as exhaust gases are lost before reaching the turbo and there is then a knock-on effect on fuel economy as induction is altered.

    As with Vanos kits there are various companies who offer off-the-shelf solutions for these common issues with various cars (not just BMWs). X8R has been the company of choice for me this time as they offered solutions for both DISA valve and manifold issues. They also offer Vanos seal replacements and in addition to that they don’t just cover BMWs, they offer parts for pretty much most makes!

    The DISA solution is to replace the plastic flap in the unit with an alloy one and a replacement stainless steel spindle. This means that there is no longer a risk of the flap and spindle failing. The replacement manifold, meanwhile, is a cast item which is substantially stronger and more robust than the stainless OEM item. All new gaskets and fittings are supplied to ensure the replacement manifold is secured and sealed properly. The DISA valve is a relatively simple job which requires removing the unit from the side of the inlet manifold but the same cannot be said for the manifold swap. You can either come at it from the bottom and up, or from the top and down and both ways are a complete faff and have their respective problems. Without a two-post lift I am going top down! More on this next month where I will cover both jobs!

    DISA-valve-replacement-kit . New manifold for the 330d.
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    So that’s that, another year all but done and another year of PBMW all wrapped up. Depending on where in the world you are, you may be reading this towards the beginning of December or possibly the end but everyone, everywhere should be getting their PBMW fix this side of Christmas and the New Year.

    As far as #PBMW is concerned, wow, it’s been a hell of a year. The January 2018 issue means it’s time for Car of the Year and that means we get to go back through the past 13 issues in order to choose our favourite feature cars for you to vote for. It’s always nice to be able to sit down and take a look back at all the feature cars from the past year and there have been some amazing builds. Picking just 26 of the best out of over 100 cars was no easy task but you can find this year’s contenders starting on. We also decided to bring you some of our personal highlights from the past 12 months and so, starting on, you’ll find a visual feast that takes in our most powerful feature cars of 2017, most spectacular engine bays and our favourite wheels. It’s a fun way to enjoy the sheer diversity of the modded #BMW scene and to appreciate just how much work and effort has gone into some of these builds.

    This issue we’ve got some awesome stuff for you, naturally, with a stunning S54-swapped #BMW-E30 Cab on the cover, mighty supercharged #BMW-E46 M3 from Oz, one of the coolest-looking 3 Series Tourings about, a wild M2 from Japan, an awesome camowrapped M6 Gran Coupé and so much more. Hopefully that lot should get you through the holidays!

    Looking ahead to 2018, our February issue is really something worth getting excited about as we’re bringing you one of the hottest stars of SEMA, the absolutely incredible S52-swapped turbo CSL tribute that you’ve no doubt seen. It’s an astonishing machine and we can’t wait to bring it to you in all its wide-body glory. All that’s left for me to do is to wish you a Merry Christmas, Happy Holidays and a Happy New Year and we’ll see you in #2018 !
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    CAR: #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW-M3-Coupe / #BMW-M3-Coupe-E46
    YEAR: #2002
    MILEAGE THIS MONTH: 156
    TOTAL MILEAGE: 87,276
    MPG THIS MONTH: 26.9
    TOTAL COST: £167 (tyres & locking nuts)

    Clubsport? Lightweight? Race car? Well, not quite; but sitting inside, the M3 does have the look of a car midprep for an attack on a Nürburgring laptime. A couple of delays mean the M3’s interior is still missing a fair proportion of its trim, but the guys at Perfect Coating (www.facebook.com/ perfectcoating) will have that sorted by the next update, so I’m looking forward to photographing the interior in its shiny new glory in time for next month. Talking of next month, with good weather on the cards and some events in the calendar I’m planning to take the M3 to Wales with some mates, and if things work out just-so, a sojourn to the Nürburgring too. Throw in another visit to Bruntingthorpe for VMAX and I’ll have a chance to put some good quality bonding miles on the M3. Truth is, I’ve not used it as much as I’d like of late which may be good for the mileage (a relatively low 87k considering the 2002 year of registration) but this is not a car to be afraid of using – you only need to look at the amount of M3s deep into six figure mileages to know that if well looked after, there is nothing to fear. With the service indicator telling me I have 800 miles left before the next service, she’ll be well looked after very soon, most likely by Highams Park Motor Company in East London.

    It’s the perfect time for some routine maintenance, meaning I can look forward to summer fun with her! That’s not say I’ve not had fun in the dark months, and now I’ve had a chance to put some proper miles on the M3 with the 18-inch wheels I’ve really grown to love them. Unsurprisingly, after last month’s sideways fun the rear tyres were looking rather sorry for themselves. Lucky for me, my local tyre shop happened to have a pair of very lightly used correctly sized Pirelli P Zeros in stock; an absolute bargain for £150, and I had some new locking wheel nuts fitted at the same time. The old lockers were looking pretty sorry for themselves, and I had visions of being stranded with a flat, unable to change wheels due to a rounded off key. It’s a small thing, but it gives peace of mind. As I reported last month, initial impressions on the smaller wheels were a marginal trade off in ultimate grip in return for better ride quality and even more benign, playful handling characteristics when pushing on.

    With the new Pirellis, a good run on some of my favourite local B roads cemented that impression. I’ve never been one for chasing ultimate grip anyway – I’m not setting lap times – so I’d rather have a car which has grip levels well matched to the power output, with really enjoyable handling which can be exploited at sensible speeds. On the 18-inch wheels, the M3 delivers this by the bucket load. I’ve grown to love the look on the dark grey smaller wheels too; the polished 19-inch wheels always looking a bit bling for my taste.

    Despite sharing space with cars worth 50+ times what I paid for the M3, it still managed to turn heads and secure a prime spot at a local breakfast club meet. If you’re an Essex dweller, I’d heartily recommend a trip down to The Hare near Roxwell the first Saturday of most summer months (check its calendar to be sure). Get there early enough and there’s even free coffee. But more importantly an excellent mix of old, new, and sometimes hugely rare and valuable cars to have a look at… and a 15 year old M3 with half the interior missing. It was my morning jaunt to the last meet that gave me the chance to enjoy my favourite local roads, and driving back I was feeling pretty pleased with life. I think it’s fair to say my love affair with the M3 is going pretty strong…
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    ZAK KINGSBURY #BMW-E46 / #BMW-318Ci-Sport / #BMW-318Ci-Sport-E46 / #BMW-318Ci-E46 / #BMW-318Ci-Cabrio-E46 / #BMW-318Ci-Cabrio / #BMW

    Zak says he has been working on his E46 for over a year now and we’ve got so say it’s a job well done so far. BC Coilovers have been fitted, giving a serious drop over those black 18” CSL-style wheels, along with black kidney grilles and the front and rear lights have been treated to a fly eye wrap. Zak has also added a full, custom stainless steel cat-back exhaust with twin tips. Inside you’ll find an iPad Mini stereo fascia build with steering wheel controls, a custom-trimmed steering wheel in half-leather, half-alcantara and M tricolour stitching, front and rear armrests finished in quilted leather plus a sub enclosure built into the ski hatch between the rear seats. There’s also #5D-carbon-wrapped trim and M tricolour stitched gear and handbrake gaiters plus a weighted Sport gear knob.
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    HARRY NEWMAN #BMW-E46 / #BMW-330Ci-Sport / #BMW-330Ci-Sport-E46 / #BMW-330Ci-E46 / #BMW-330Ci / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW

    Just over 18 months ago, Harry made the move from 318Ci to 330Ci, but it’s not just any 330Ci, this is an Individual example and needless to say Harry is over the moon with it. It’s finished in stunning Mora metallic which, according to Harry’s research, makes it one of possibly just 28 examples produced in this colour, making it an exceedingly rare machine. Nice as it was, a little tasteful modding was on the cards and, not being a fan of aftermarket parts, Harry has gone down the OEM+ route with his E46. A set of Eibach lowering springs have been employed on the suspension front, along with a solid aluminium front strut brace, and the 18” CSL-style wheels that he’s fitted really suit the car. As far as styling is concerned, the kidneys and front lower grilles are now gloss black along with the rear diffuser, the windows have been tinted as have the LED rear lights that Harry’s fitted, along with the front indicators. Under the bonnet there’s a GruppeM carbon intake, which will soon be joined by a set of bigger injectors and a custom remap plus an Eisenmann exhaust system.
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    PIERS’ E46 330i TOURING / #BMW-E46 / #BMW-330i-Touring / #BMW-330i-Touring-E46 / #BMW-330i-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E46/3 / #BMW-3-Series-Touring-E46

    As promised I am finally getting on with re-suspending the old girl! The old subframe that I pulled apart too long ago was taken down to Trestan, a powder coating specialist local to me in Southampton. They have been around for years and do a top-quality job. It was interesting going down there and seeing all the different things they were doing for customers: big brakes, railings, BMX bike frames, wheels and motorcycle frames. If it’s metal they will strip it and coat it!

    One of the things that I am really enjoying about my journey with cars is the people I am meeting and how there is a community in all things metal and powered by fossil fuels! My buddy from the garage with the T-Rex arms has just finished his bike build with Attitude Cycles in Southampton.

    We have joked that he had to have a custom build in order to deal with his shortcomings! Mickeytaking aside, his bike is awesome and I got to go down and have a look around Attitude Cycles, total respect, blown away with what they do! With everything powder coated I have started getting bearings in with the aid of Preston the press at KWR. B and B Components have again sorted out all of the wheel bearings and new Meyle lower control arms and tie rods, they really are a super-easy internet company to deal with! Once I have completed the initial work of preparing everything, one day with Kirk at KWR should see the whole shooting match on the car. Exciting stuff!

    It is going to be a bit of a journey into the unknown… Will things be too extreme? Will I have ruined my comfortable daily? Getting a bit lower, staying flatter, greater control, I think those will be a given. Once this is all done, I think you know what will be next on the list of things to do… more power! Oh and the UUC shifter has bedded down and I love it, it just works!

    No powder coating job too big or too small for Trestan.
    Subframe and E30 Touring wheels prior to powder coating.
    Looking shiny and new after powder coating.
    Fitting bearings an easy job with help from Preston the press.
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    / BMW / THOMAS’ E46 M3 / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW-M3-Coupe / #BMW-M3-Coupe-E46 / #BMW-M3 /

    This month has seen various areas of the ’46 progress well, with the rear subframe undergoing a complete overhaul, new brake lines being fitted, the cylinder head rebuild starting, and the crankshaft receiving a full re-grind and balance. Starting with the subframe, I was initially thinking of powder coating the whole lot, but the more I thought about it the more I wanted to find something with a little bit more longevity to it. Although powder coat is reasonable hardy, I find it hard to believe it would really stand the test of time without flaking and/or peeling off. So instead I purchased some two-part epoxy mastic from Bilt Hamber – essentially it’s super glue that’s coloured black. With Zinc-phosphate embedded within the resin, once set it provides a supertough, corrosion-resistant surface that should help preserve and protect the subframe.

    The subframe was taken back to bare metal and a liberal amount of epoxy applied. Whilst the underside of the car was all apart, I discovered the hard lines for the brakes were close to corroding through, so replacements here were also produced. Once again, I wanted to make sure that whatever went back in the car would last, so Cunifer pipework was used. A copper-nickel alloy, Cunifer is significantly more resilient than steel or copper alone with the trade-off being a relative lack of flexibility – although this didn’t prove to be a problem in the slightest.

    By comparison, rebuilding the cylinder head has so far been a breeze. Valves, springs and retainers were the first items to be re-installed. With all the valves numbered on removal it was a case of fitting them in the correct port and giving them a quick lap. Lapping is done by applying a small amount of paste to the seat of the valve, then rubbing it back and forth on the valve seat for a few minutes. This process grinds a small layer of material off the mating faces, helping them to create a better seal with each other. Once the lapping process has been completed, it’s important to check both faces seat around the full perimeter. This was done using engineer’s blue, which was applied to the valve, then the valve was seated (with a fair bit of force) into the head. Once seated, remove the valve and check for an even coverage of blue on the cylinder head valve seat. All valves passed so it was onto the next step. This involved fitting new rockers and rocker shafts, with the former of the DLC (Diamond-like coated) variety. With the engine receiving a set of race-y cams (full specification to be revealed later), it seemed sensible to upgrade to the more slippery, harder-wearing DLC rockers.

    And so onto the crank, where a fair amount of head scratching and research has been involved this month. First and foremost, I need to thank Daren of Crosthwaite & Gardiner for doing a superb job of regrinding my crank. It turns out the crank was in a bit more of a state than it first appeared, yet after a few tense hours of careful measuring and grinding, it’s ready to spin in anger. Regrinding the crank was incredibly eyeopening for me. There’s a lot of discussion online about how marginal the big ends are on S54s, with numerous people (including myself) removing shells after ~100k miles and finding they’re in a terrible state. I knew I was in for a regrind on the big ends, but what became apparent was that the mains weren’t too great either.

    Despite the main journals looking fine, and measuring up OK at first glance, the crank was bowing considerably (0.125mm eccentricity was measured between the mains). After a bit of straightening and a light polish, the mains were running true again, although it became evident they weren’t so healthy, with noticeable scoring to the journal surfaces showing. How deep the damage went was very surprising – it was only when 0.2mm had been removed from the journals (of the 0.25 total) that all the scoring was removed. It was a similar story too with the big ends, with all of them requiring considerable material removal before cleaning up. On the big ends it was always the top and bottom side of the journal that showed the most damage, evidently from the combustion stroke and rod/piston inertia during the exhaust stroke.

    Considering the state of the crank, I decided it was worth doing a bit of research into the shell/big end issues on the S54 to see if a solution could be found. Reading back through information online, it was news to me that these engines originally shipped on a 5W30 oil, before numerous big end failures forced BMW to switch to a 10W60 Castrol (as used now). Unfortunately this appeared to make matters worse, and it was soon after that BMW increased the clearances in the big end shells (forcing a recall of many M3s). Looking at how tight the shell/crank tolerance is for the S54, to me there’s no doubt these engines were designed around the 5W30, with the change to 10W60 a knee-jerk reaction to try and solve the big end issues.

    It was from here that I started speaking to Driven, manufacturers of Joe Gibbs Racing Oils. Its range of oils are developed from research undertaken when trying to push the limits of highly-strung Nascar engines. These struggle to cope with incredibly high stresses on the camtrain, leading to premature wear and power loss. The Driven oils, therefore, focus heavily on reducing engine wear, as well as friction reduction for a competitive advantage. Upon discussing the S54 issues with the development team in the US, the first thing that became abundantly clear is that oil changes every ~15,000 miles in a performance engine is simply not OK. Like all products, oil has a lifespan, and when it’s being pushed hard in what’s essentially a road-going race engine, expecting it to last so long is very wishful thinking. To create oils that operate over a wide viscosity range, modifiers have to be added to the formula, and over time these break down, reducing the oils’ performance. To try and make an oil last 15,000 miles, its chemistry must also be heavily biased with detergents, leaving less room for anti-wear components.

    On top of this, levels of #ZDDP ( #Zinc-dialkyldithiophosphate ) in oil have been reduced considerably. This is an important anti-wear compound, but due to its slightly negative effects on catalytic converter performance, governments are restricting its use in commercial/OEM engine oils. Driven has worked incredibly hard to reduce wear, with all its oils having considerably higher levels of ZDDP. Driven even has extensive dyno results to back up its claims. I’ll be looking to run the DT40 5W40 from the Driven range; with regular oil changes (every 6000 miles or so) this should keep the motor running sweetly and ensure the crank doesn’t lose any more precious material from its journals. Regular oil changes can’t be recommended highly enough for M car owners…
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    POWER UP Hardcore, supercharged E46 330Ci

    What was once a stock 330Ci has now evolved into a supercharged, track-focussed monster. Words: Elizabeth de Latour Photos: Viktor Benyi.

    ’CHARGED BMW E46 330Ci Track-focussed full-on build…

    Supercharging a “lesser” model of BMW is something that a lot of people don’t really understand. “Why didn’t you just buy an M3/ M5/M6 in the first place?” they will ask and, in absolute terms, you can see their point. Why spend arguably the same amount of money, or perhaps even more, buying and subsequently supercharging something that isn’t an M car and ending up with around the same sort of power level, when you could have just bought a fully-fledged, finely-honed M machine in the first place? It’s a valid, logical point, but logic has little place in the world of modifying. The thing is that very few people buy a car knowing exactly where they’re going with it, how it’s going to end up and with the specific plan of supercharging it. Sure, some people do, but take a look through this issue, the last issue, pretty much any issue of the mag and you’ll see feature car after feature car owner saying that they really had no intention of going as far as they did with their cars. The other thing is that, generally speaking, something like a supercharger is usually one of the last mods anyone does and that’s because it makes a lot more sense – and here logic can be applied to modding – to sort out the chassis, the brakes, make sure everything else is up to scratch before you start ramping up the power. It’s the right way to do it, really.

    Which brings us neatly to Richard Kiraly and his supercharged E46 330Ci. As you can probably tell from the pictures, this is one exceptionally well-sorted 3 Series and, as you won’t be at all surprised to learn, when Richard bought the car there was no plan for anything beyond the most basic of mods, let alone creating a car as full-on as this has ended up becoming. Richard has been a BMW owner for 12 years, though that time period has been divided up between just three cars: his first BMW, an E34 525tds, which was followed by an E39 525d, and now the E46. Thing is, while he may say there was no plan of attack here, both of his previous Bavarian steeds, and a couple of cars before that, have all received some level of mild modding, so we reckon he wouldn’t have been able to leave the E46 alone anyway.

    Hailing from Hungary, Richard’s hunt for the right example of what was the most affordable way of fulfilling his childhood dream of owning a frameless window coupé took him all the way to Leipzig in Germany, after six months of searching, and what was then a plain old 330Ci Sport. With car in hand, the mods began and stage one was styling. The E46 Coupé is a fi ne-looking thing, we’re big fans, but go big or go home, right? Go big it was, with Richard giving his 330Ci the M3 look courtesy of the M car’s wings and bumpers before cranking things up to 11 and taking the styling to another level. The front bumper has been seriously beefed-up with the addition of that carbon lip and those full-on corner splitters and even the intakes that funnel cooling air to the brakes are made from carbon. The bonnet? That’s carbon too, a vented GTR item that’s been painted body colour with just the slats of the vents left bare, teasing its carbon construction. M3 mirrors have been added while at the rear there’s a unique diffuser, a set of LED lights and a fibreglass CSL-style boot lid to finish things off nicely. It’s a greatlooking car, all the styling enhancements blending together perfectly and with the M3 body parts on board, the more aggressive aero elements don’t overwhelm the look of the whole car.


    The wheels are Japan Racing JR3s, which suit the look and direction of the car perfectly, and while their familiar sixspoke design doesn’t get your attention, the colour certainly does. It’s a bold, bright blue that doesn’t tie-in with anything, anywhere on the car but wow, does it look good. Somehow it just works so well against that sexy, solid grey paintwork and your eyes are immediately drawn to the wheels. They’re the first thing you notice on the car and you realise that, actually, opting for that punch of colour was definitely the right thing to do as it really makes them stand out. You can probably tell that this car hasn’t been built for show, it’s all about go, and peering between the spokes of the JR3s confirms that beyond any reasonable doubt as that’s when you notice the massive brakes. The calipers come from a 135i, says Richard, with six-pots up front clamping M3 CSL discs, and two-pots at the rear while the suspension has also been suitably uprated and these mods came about when he decided to start making track outings a regular occurrence. BC Racing coilovers have been fitted here, and they deliver a solid drop, along with uprated anti-roll bars, Powerflex bushes, Eibach adjustable rear control arms and front and rear strut braces, completing a comprehensive programme of upgrades. The interior changes, too, have come about from the car’s regular appearance at track days and amateur tournaments; up front, a pair of bucket seats have been fitted, along with a set of Schroth three-point harnesses, while the rear seats have been removed altogether, as has the air-con. White-faced dials have been added to give the gauges a sportier look and Richard has also fitted a digital display in place of one of the central air vents to keep an eye on various under-bonnet temperatures.

    So, to the engine. The M54B30 is a great motor, plenty of torque, a lovely top end, plus it sounds lush but by modern standards it’s not going to set anyone’s world alight and with him being so committed to track driving, you can see why Richard wanted a little more performance. NA mods are fi ne and could liberate a bit more horsepower but if you want serious gains then you have to bring out the big guns and go straight for forced induction. What Richard’s got strapped to the side of his engine is an ESS TS1 supercharger kit, which uses a twinscrew, positive displacement blower, and that means it delivers a huge hit of low-end torque the moment you hit the accelerator, perfect for punching out of turns on track. It’s an impressive piece of kit and puts out some meaty numbers, 320hp and a very healthy 302lb ft of torque. Here it’s been further bolstered by the addition an #AFE high-flow intake, a set of Schmiedmann high-flow cats and a ProEx exhaust system with racing silencer while an S54 oil cooler helps keep temperatures down on track. The transmission hasn’t been forgotten about, either, and Richard’s fitted a lightweight flywheel and Sachs race clutch plus an LSD to help him put all that power down.

    We really like Richard’s E46. It’s been built with purpose after being bought with no specific direction in mind. It’s a focussed and finely-honed machine, but one that’s not so extreme that it can’t be used on the road. It looks good and it’s got the power to match the extreme aero additions; it really is an exceptional performance package. Richard has spent eight years getting the car to where it is today, but he’s not done yet and the next round of mods is imminent. “I want to cover the interior in Alcantara,” he says, “and I’ve currently got a CSL front bumper with twin brake air inlets under construction and I’ve also got an ESS TS2+ supercharger kit ready to go,” he adds, which is really going to take this E46 to the next level.

    TECHNICAL DATA FILE #BMW #Supercharged / #BMW-E46 / #BMW-330Ci / #Japan-Racing / #ESS-TS1 / #ESS-Tuning / #BMW-330Ci-E46 / #BMW-330Ci-Supercharged / #BMW-330Ci-Supercharged-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46

    ENGINE AND TRANSMISSION 3.0-litre straight-six #M54B30 / #M54 / #BMW-M54 , #ESS-TS1-supercharger-kit , #AFE air filter, #Schmiedmann sport cats, #ProEx exhaust system with racing silencers and black heat-resistant quad tips, S54 oil cooling system. Five-speed manual gearbox, lightweight flywheel, #Sachs racing clutch, short-shift kit, #LSD

    CHASSIS 8.5x18” ET15 (front) and 9.5x18” ET15 (rear) #Japan-Racing-JR3 wheels with 225/40 (front) and 255/35 (rear) tyres, #BC-Racing coilovers, uprated anti-roll bars, #Powerflex bushes, #Eibach adjustable rear control arms, front and rear strut braces, #Brembo six-piston calipers with M3 CSL discs (front), #Brembo two-piston calipers (rear), braided brake lines, competition brake fluid

    EXTERIOR E46 M3 wings, front and rear bumpers, carbon front splitter, front bumper race air intake, GTR carbon bonnet, E46 M3 door mirrors, custom rear diffuser, E46 M3 CSL-style boot lid, LED rear lights

    INTERIOR White gauges, digital data display in central air vent, bucket seats, three-point Schroth harness, rear seats removed, air-con removed, spare wheel well removed, fire extinguisher

    “What Richard’s got strapped to the side of his engine is an #ESS-TS1 supercharger kit, which uses a twin-screw, positive displacement blower”

    BC Racing coilovers with adjustable top mounts.
    135i brakes have been fitted all-round.

    “The wheels are Japan Racing JR3s… and while their familiar six-spoke design doesn’t get your attention, the colour certainly does”

    Bucket seats, harnesses and rear seat delete let you know this E46 means business.
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