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    Razzle Dazzle Wild, wide-body, air-ride E36 M3. Beneath the jarring geometric shapes and black-and-white lines, there’s a pretty astonishing M3 hiding in here. And the deeper you dig into its story, the more mystery and intrigue you unearth… Words: Daniel Bevis. Photos: Brian McGee.

    The Zebra M3’. That’s a name a lot of people seem to throw at this car. But have you ever seen a zebra with stripes like this? That’d be one funky-looking equid. No, the style you’re seeing here is a retro mind-melter known as ‘dazzle camouflage’. We know what you’re thinking – camouflage is meant to blend you into the background, right? Like the traditional greens and browns of army gear, or the beige tones used for desert combat. But what can possibly be so jagged in black-and-white that you could morph with its style like this? Some sort of explosion in a print factory? No, the idea here is not simply to hide, but to hide in plain sight; to confuse and distort. Dazzle camo first appeared on ships in World War I, its deliberately interruptive patterns intended not to conceal the vessels, but to make it impossible to judge how big they were, how fast they were going, and how far away they were. And that’s why the offbeat camo works so well today on a wide-body Pandem E36 M3, and makes those three questions are easy to answer. How big is it? Very, thanks to those Rocket Bunny extensions. How fast is it going? Again, very – it’s an M3. How far away is it? Sweetheart, it’s totally in your face.

    The act of being totally in your face is all in a day’s work for Carl Taylor, of course. He, as some of you will be aware, is the driving force behind the Players shows as well as a marketing superhero for Air Lift, and what he doesn’t know about badass show-stopping rides could be comfortably felt-tipped on the back of a postage stamp. The germ of the idea that led to this car in fact appeared back before Wörthersee 2014, when Carl and Rotiform’s Brian Henderson built a pair of E36 Art Cars with Rocket Bunny kits; a 323i and a 325i. “I loved driving that car, and I decided I needed to build another one once I moved to the States… but this time with more power,” he recalls. “So I bought an M3. I found it locally after I moved to California – it was in pretty good condition, the paint was sunburnt but that didn’t matter as I was planning to wrap it anyway,” he says.

    Now, you don’t get to be the figurehead of an industry powerhouse like Players without having a few ideas buzzing around the ol’ brainbox – here’s a man who, after all, can count around fifty cars in his personal history with every single one of them being modified in some way or another – so of course he had a plan for the car. Its fate was written in the stars before he’d even hauled it back to his sun-drenched new home. “I’d broken up the Wörthersee car and saved some parts from that,” he explains. And before the scene knew just what had hit it, Carl was delivering a sucker punch at SEMA 2014 with a fresh, super-wide new build. It wore a minty green Tic-Tac race livery, chosen to emulate the Team Valier E30 M3 that used to race in the DTM, but caricaturised to be broader, fatter, meaner, scarier. The E36’s stock arches were unceremoniously savaged to allow the fitment of a full Sarto Racing kit, with non-M bumpers swapped on to flow more cleanly with the new lines. A set of colossal Rotiform ROCs filled the arches, resplendent in satin gold, and – inevitably, given Carl’s line of work – a top-of-the-range Air Lift setup found its way in. It had a full-on race car look inside; Cobra bucket seats, a rollcage, not a lot else. The effect was pleasingly startling, Carl’s decades-old coupé with its relatively short (but nevertheless superbly well-chosen) spec list more than holding its own against the show’s multi-million dollar builds. What’s key with projects like this, you see, is being relatable as well as aspirational. When you make something as awesome as the Tic-Tac E36, you can shift a lot of wheels, and air-ride kits, and seats, and bodykits, and… well, you know how the game’s played.

    The game, naturally, never stops. Not for a second. So it was imperative for Carl to shake up the formula right away; the car would be returning to SEMA the following year, and it had to be rocking some significant changes. You can’t stand up on a Broadway stage and sing the same song twice. The next thing we knew, the broadhipped M3 was wearing a fresh Art Carinspired wrap, emulating that Wörthersee road trip that kicked the whole process off, along with a Rocket Bunny Pandem kit, a jarring set of Rotiform USF wheels (a sort of double-three-spoke affair, very retro JDM) and a raft of detail changes. The scene was set for the car to once again break necks and steal hearts at the world’s largest aftermarket tuning show.

    Except that, as is his wont, Carl changed his mind at the eleventh hour. “Six weeks before SEMA 2015, I decided to change it a bit,” he says, dabbling masterfully in understatement. Indeed, you’ve probably spotted the car’s not dolled up like an oldschool Art Car in these photographs; no, we’re back at the dazzle camouflage motif we opened with. And there’s also a V2 Pandem kit thrown into the mix. This isn’t so much hiding in plain sight as just running up to people in the street and smacking them across the chops with an embroidered leather glove. If you want a fight, sure, this angry M3 is definitely spoiling for a rumble. “Being a sales manager for Air Lift Performance, I had to equip the car with the latest 3H system with Performance struts,” Carl reasons, “and we had Because Bags create a custom rollcage install for it too.”

    This really is a sight to behold, the way the tanks and hardlines caress the cage like one of those terrifying metal spiders in The Matrix. It’s details like this that steal the SEMA headlines. “I only ever run Rotiform too,” he grins. “The design was left down to Brian Henderson, however I did choose the Corky Pink finish myself to add some colour to the car.” Yep, you certainly can’t argue with the logic of that. Those flashy fourspokes do stand out, don’t they?

    “We’d just decided that we really needed to make a change if we were going to return to SEMA with the same car,” Carl shrugs. “We had the race car interior theme reworked with some custom Cobra Suzuka Pro seats, and the wheels came out perfectly, the finish is amazing – I think they’re my favourite part of the car. The rebuild took Vaderwerks around two weeks to finish up, with the kit install and then wrapping it and setting the air up with the new wheels. Everything worked out perfect.”


    Now, it’s probably time to address the elephant in the room. SEMA 2015 was a little while ago… so why are we featuring the car now, in 2017? Well, this ‘zebra’ evolution was only one step of many along this everevolving car’s path. Things have happened between then and now. Important things. “The car was sold before we were even back from SEMA,” Carl admits. “Someone heard about the project and made an offer, so it was time for something else. I regret selling this car, to be honest, as after all the work it looked the best ever.”

    But he needn’t be sad, as the car’s latest curator isn’t one to rest on his laurels or let the grass grow. Dylan Coleman is the name to watch – you may know him as @hawaiianeze on Instagram – and he’s a man with more than a few plans. Dylan’s set up a pretty astonishing business in Hollywood, you see: he and his father, Lee, are the brains behind StreetFighter LA, and they’ve been working with the fabled Long Tran at LTMW to kick out some pretty mould-breaking builds. “I was looking for another project to start after we parted with our #ProjectHulk Liberty Walk Challenger,” he explains. “I’d come from a BMW background, and the E36 M3 has always been one of my favourite models. While looking around for potential cars, our friends at Rotiform Wheels contacted us and just so happened to know someone who was looking to sell…”

    Yes, Sherlock, that person was Carl. So Dylan was cruising around LA in one of the world’s best-known BMW builds. That must have felt pretty good? “Well, yes and no,” he says. “We brought the car back to Los Angeles after SEMA, where I started to use it as a daily driver while we were finishing up some other projects. But although the car was a great build that caught the attention of everyone on the road, I never truly felt the connection like I did with my past projects; with high mileage and a stock engine it was time to look to start rebuilding or swapping the engine…”

    But that, friends, is another story for another day. You’ll just have to keep an eye on your favourite BMW modifying magazine for the next chapter. For now, however, let’s leave Dylan basking in the glory of Carl’s achievements, sprinkling on some of his own unique blend of magic, and formulating his plan of attack to take this iconic build to the next level. Hiding in plain sight? Boy, it sure is dazzling.

    TECHNICAL DATA FILE #Wide-body #Air-ride #BMW-E36 / #BMW-M3 / #BMW / #BMW-M3-E36 / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E36 / #BMW-3-Series-M3-E36 / #Rotiform / #Air-Lift-Performance / #Air-Lift / #BMW / #BMW-M3-Wide-Body / #BMW-M3-Wide-Body-E36 / #BMW-E36-Wide-Body / #BMW-E36-Art-Car / #BMW-Art-Car / #BMW

    ENGINE AND TRANSMISSION Stock #S52B32 / #S52 / #BMW-S52 3.2-litre straight six, full #Magnaflow stainless steel exhaust system, #K&N induction. Five-speed manual gearbox, welded diff

    CHASSIS 17” #Rotiform-RBQ wheels in Corky Pink with 235/45 (front) and 255/40 (rear) Toyo R888 tyres, full #Air-Lift-Performance-3H airride System

    EXTERIOR #Rocke-Bunny-Pandem-V2 wide-body kit with #Downstar fixings, custom-designed 3M wrap by JD Wraps installed by #Vaderwerks , #AC-Schnitzer mirrors

    INTERIOR #Renown steering wheel, custom Cobr a Suzuka Pro seats, #Wiechers roll cage, custom Because Bags roll cage-mounted #Air-Lift install

    THANKS Gino the Master Sepe at Vaderwerks, Brian, Jason and the Rotiform team, Mark and Adam at Cobra Seats, James and Ken at Because Bags, Corey and all my Air Lift Colleagues, Russ and Erik at JD Wraps, Paul Kitch at 3M, Stan at Toyo Tires, 714 Tires, LTMW, Magnaflow, and Renown

    “I had to equip the car with the latest 3H system with Performance struts”

    “The wheels came out perfectly, the finish is amazing - I think they’re my favourite part of the car”
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    What goes around comes around, so they say, and Nickel Mohammed’s ever-evolving M3 comes around more than most - it’s always changing and we had to catch it quick before it changed again… Words: Daniel Bevis Photos: #C3Photography .

    BOLT FROM THE BLUE Turbo wide-body E46 M3 Cab

    The old saying that ‘lightning doesn’t strike twice’ is a load of toffee. It’s not just possible that lightning will strike the same part of the Earth more than once, it’s basically inevitable; whether it happens within a five-minute span or twenty million years apart, every square inch of the planet gets it full in the face at some point, and then again, and again. And so it is with a certain sense of inevitability that, in the same vein, feature cars can also strike twice. Regular readers may be squinting at this boisterous E46, trying to figure out where you’ve seen it before… and to answer that niggling query, you recognise it from the cover of our January 2014 issue. But fear not, it’s really quite different now to how it was then. You don’t just walk into a Performance #BMW feature you know, these things have to be earned on merit. And Nickel Mohammed’s shouty M3 has earned another spot here thanks to its constant evolution and mould-breaking styles.

    So how’s it different now? Well, for one thing it’s significantly less powerful. No, wait, come back! This is a good thing – you see, last time we saw the car, its turbocharged S54 was running 800hp, but Nickel’s since detuned this to a rather more manageable 630hp (which is still frickin’ loads), as the car is developing in line with his driving style, as well as to suit the chilly climes of New York City. There’s no point boasting a flag-waving horsepower figure if all of those rampaging ponies are uselessly spinning themselves away at every corner, is there? Definitely far better to have a robust stable of usable nags.

    But let’s not get ahead of ourselves. We’ll begin at the beginning, shall we? “I purchased this car brand new, and back then you had to be put on a waiting list,” he recalls. “I signed myself up, and six months later the car was shipped… the wrong car in the wrong colour! I wanted a silver convertible, and they delivered a black coupé. But determination is a damn thing – I said to them OK, put me back on the list, I’ll wait.” And when the desired drop-top did eventually arrive, was Nickel keen to start tearing into the thing according to some grand overarching modification plan? “To be honest, no,” he shrugs. “Not at all in fact, I reckoned I’d keep it stock. The thing was expensive! And I was still young, I couldn’t afford all that stuff. Although I did try – 20” rims and so on, all those terrible choices I made!” Ah, the impetuousness of youth. Inevitably the M3 was going to end up modified, it was all part of cosmic destiny. It just took a little time for the car to find its way.

    “I’ve built it up and changed it so many times in different directions, the timetable’s kind of all over the place,” he says, when we try to pin down the chronology. “I knew that the mechanical stuff had to be done first, and that started with the engine back in 2011…”

    This was no half-hearted undertaking, with Nickel throwing every one of his chips on the table to get the car ideologically transformed by the lunatics at #HorsepowerFreaks . Their revered Stage 3 turbo conversion brought the howling S54’s peak power up to a stupendous 800hp. These bolt-on kits require no cutting, wiring or welding, and are designed for durability as well as awesome power. But what else would you expect for $30,000+?

    Don’t go thinking ‘bolt-on’ means ‘simple’ though. Engineering a car to run these sorts of numbers is a thoroughly in-depth task – hence the cost – and it took HorsepowerFreaks around a year to build up, test and refine Nickel’s motor. But that fastidiousness of engineering has paid off, as the built motor has held up strongly since. “I drive cars hard, I drive them till they break,” he laughs, “but the only thing I’ve wanted to change on the engine in all this time is adding the AEM Infinity ECU - that thing is superb, a learning computer; I mean, big-ups to those techs that take the time to build these things that adapt to your driving!”

    This attention to cleverness carries on beyond the engine and into the chassis. The suspension offers up an intelligent middle ground between coilovers and air-ride, comprising #KW Variant 3 coilovers with their cunning Hydraulic Lift System, which offers instant ground clearance at the touch of a button. “I wanted to run the car low enough to drive the city streets of NYC - which are terrible - but still be able to raise the front of the car to clear driveways and speed bumps,” Nickel explains. “In all honesty I feel KWs are the best thing made for this car when it comes to suspension.” The last time this car appeared in these pages it was running full air-ride, so you know this is a considered opinion.

    The wheels come from famously pricey custom house, Luxury Abstract. “I’ve had so many wheels before, but these Grassor- Rs were just built for this car,” he grins. “The NeoChrome finish is a neat effect, tying into the Lamborghini pearl paint, and the width and depth really accentuate the body structure.” And you can’t really miss that body, can you? The wide arches are custom hand-fabricated in steel, 1.5” wider at the front and 2.5” out back, thanks to the craftsmanship of Martino Auto Concepts in Long Island. The extra girth is augmented by a V-CSL front bumper and carbon-fibre ducktail boot lid from Vorsteiner, further enhanced by the addition of a Brooks Motorsport Elite carbon wing, along with a set of carbon-fibre side skirts.

    The interior has also been comprehensively re-worked since we last saw the car. Inside, you’ll find a pair of fully reclining Manhart #BMW Performance race seats, important for Nickel as, in his own words, he’s sucker cruising with the seat back and the music up, which brings us neatly to that impressive audio install. “I always wanted an empty trunk to carry bags in, so I removed the existing music and had my electronics sponsor build me a system that would not only look superb, but sound phenomenal and not take up any trunk space. I had my rear seats taken out and my racing harness looks like it’s actually going into my audio system. That was an idea I came up with because I didn’t want to fit a roll cage to the rear of the car as it wouldn’t look as clean and it would be too bulky.

    “There are a lot of stylistic paths you can follow, it takes a lot of time and due diligence,” Nickel reasons. “You have to research, figure out what has been done and what you can do to make it your own. That’s the key to building a car, how do you make it your own; how does it reflect your personality? That has to come from within.

    You have to choose, but that’s why you go on the Internet and talk to your friends and family, and even your techs and people that work on your cars and filter information to help you make your choices. I must have a form: function car. Can’t have a monster in the closet and not be able to let it out because you’re scared that it may attack you! Cars are meant to be driven, and yes they break - you fix it and do it again.”

    Admirable sentiment, and it really helps to illustrate the power behind the build. Yes, this car’s an internet-breaker, but Nickel hasn’t just been ticking boxes on the scenester checklist. The fact that it’s such a personal thing is also key to why he changes the spec so frequently. He’s been cherry picking parts from the aftermarket for a decade now, as well as commissioning his own, and Nickel’s not showing any signs of stopping yet – as long as there’s air in his lungs, this M3 will keep evolving.

    “You’re never done with a project, not ever,” he says. “There will always be new technology, things that you’ve seen and never got a chance to do.” We ask what his favourite part of the car is right now, and he laughs. “Man, there’s not one part of it that I like more than another, because from the top to the bottom it’s my personality, you know? I love it all. And the key to having a dope build is being able to get in and just have a drive. That’s what it was made for. It’s tuned for cruising NYC.” Damn straight. Nickel’s currently working on his E30 M Tech II Convertible, but we all know that the E46 is his baby. It’s been his from new, through thick and thin, and it’s not going anywhere. Lightning will keep on striking.

    DATA FILE Turbo #Wide-Body / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Wide-Body-E46 / #BMW-M3-Wide-Body / #BMW-M3-HPF-E46 / #BMW-M3-HPF / #AEM / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-M3-tuned-E46 / #BMW-M3-tuned

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #HorsepowerFreaks ( HPF ) #HPF-Stage-3-turbo-kit , #HPF-titanium-exhaust-system , #AEM-Infinity-ECU , #HPF carbon-fibre intake ducts, HPF methanol injection, #Rogue-Engineering oil filler ca. Six-speed manual gearbox, E31 850i clutch components with #HPF-Feramic-Stage-3-clutch , #OS-Giken-Super Lock Spec-S LSD, #UUC-Motorwerks engine and transmission mounts

    CHASSIS 11x19” (front) and 13.5x19” (rear) #Luxury-Abstract-Grassor-R wheels with 245/35 (f) and 305/30 (r) tyres, #KW-Variant-3 coilovers with #Hydraulic-Lift-System, #HPF-330-subframe reinforcement plates, #HPF carbon fibre strut braces, HPF under braces, #Powerflex race subframe bushes and trailing arm bushes #StopTech #BBK with six-pot calipers and 380mm discs (front), four-pot calipers with 355mm discs (rear)

    EXTERIOR Custom steel wide-body, Lamborghini #Blu-Cepheus-paint (three-stage pearl), #Vorsteiner-V-CSL front bumper and ducktail boot lid, #Vorsteiner-GTS3 carbon-fibre side skirts, custom E30 M3 bonnet hinges, OEM BMW hardtop, custom dual-xenon headlights, #Brooks-Motorsport Elite carbon-fibre rear wing with #NeoChrome brackets

    INTERIOR Manhart #BMW-Performance race seats, #Schroth harnesses, AEM fuel pressure and 100psi oil pressure gauges, rearview mirror gauge interaction, Kenwood 6.95 double-DIN DDX9902S head unit, JL Audio Monoblock HD1200/1, JL 4-channel amp, JL Evolution C3, JL 12” subwoofer, custom audio box with moulded plexi and LED lighting trimmed in OEM BMW leather, Rydeen reversing camera

    THANKS #Motorcepts (Master Tech), Intrack Tyres, #S&R-Paint , #NeoChrome , #Luxury-Abstract
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    ROLLOFACE E92 M3
    Hardcore wide-body bruiser

    Rolloface isn’t one of those companies that will just rush to market with fresh, untested ideas. Sure, this isn’t the first wide-body E92 you’ve seen, but years of development have ensured that it’s one of the best… Words: Daniel Bevis. Photos: Viktor Benyi.

    Rolloface wide-body E92 M3

    Performance Through Precision’. That’s the company mantra of Rolloface, and it’s one that neatly dovetails with BMW’s own ‘Ultimate Driving Machine’. This is a relatively new company on the scene, establishing itself in the performance aftermarket back in 2012 and putting in a solid few years of R&D before unleashing some frankly staggering hardware into the eager grasp of well-heeled enthusiasts. Its big brake kits are phenomenally effective, the forged wheels are pretty spectacular, and this latest E92 wide-body kit is a brutal work of art. ‘We take immense pride in what we do, just like you,’ asserts the company mission statement. ‘Let’s roll.’

    So yes, let’s. The car you see before you effectively draws together the best and brightest of the Rolloface product line-up and allows it to coalesce into one supersharp, laser-sighted racer-for-the-road. Because, while it’s a formidable machine, if you thought the E92 M3 was good enough in factory-stock form, you’re probably reading the wrong magazine.

    “The wide-body kit took three years to develop,” says company founder Ken Ho. “We started out with hand sketches, then computer renderings, moving onto clay renderings before, finally, production fibreglass items. We wanted a smoother look than you find with other wide-body kits too, so there are no exposed bolts here; instead, everything’s neatly moulded to the swage line.” The RF GT3 kit comprises front and rear bumpers, front wings and rear quarter panels, vented bonnet, and boot spoiler, with the option of adding various splitters and aero add-ons; indeed, Ken’s proud to say that the design offers genuine downforce, rather than merely looking race car mean.

    It’s been extensively tested on track, and offers impressive high-speed stability. This, then, is a track car that just happens to be a road car too. For while the widebody kit is a flawlessly-fitting and genuinely functional piece of work, this is very far from simply being a bunch of fiberglass bolted to an otherwise standard M3. When it comes to company demonstrators, it’d be nuts not to go all-in. “This is our R&D test mule, really,” Ken explains. “And the body is just part of that…”

    It only takes a cursory glance beneath those engorged, glossy arches to see just how in-depth the project became. Most obvious under there is the set of forged 19” wheels – Rolloface’s own ZR-1 design, a three-piece split-rim that exudes menace and purpose in equal measure. The specs are all customisable, as you’d expect, and in this instance the M3’s wearing a square setup that’s rocking 12” of width apiece. Which is bonkers, frankly – have you ever seen an E9x running 12s on the front axle? It’s just as well that Ken’s smoothed on such broad bodywork…

    This volume of surface area allows a fairly robust contact patch, something Ken’s capitalised on with the deployment of sticky Toyo R888s to maximise the advantage of all that downforce; whereas many RWD hooligans like to kick the tail out and make some smoke, this M3 is all about grip and precision. And with supercar-aping 305- section rubber, there’s certainly plenty of adhesion to be found.


    Peeping through the spokes of those ZR-1s, you’ll spot Rolloface’s trump card: those mighty brakes. Again, we’re looking at something that was the subject of years of research and development before the firm was happy to unleash them, and their performance reflects this. The discs are floating two-piece items measuring 380mm all-round, while the calipers are fully forged and sport eight-pistons up front, with six at the rear. With the wheel widths and disc sizes being the same front and back, this is the sort of setup you don’t normally find on cars like this, but it’s evidently all fit for purpose, as its extensive research will attest.

    Like the wheels, these brakes are also nearinfinitely customisable and built to your own specs (a three-week delivery time is the trade-off for both performance and uniqueness) and you can even spec the calipers and disc centres in such fancy finishes as Candy Brass, Sparkle Burgundy, camouflage, two-tone fades, you name it. Form and function, working fluidly.

    Now, it might seem a bit of a leap to compare this car with a Lotus, but there is one kernel of wisdom from ol’ Colin Chapman’s legacy that fits this build like a glove: ‘Simplify, then add lightness’. Ken and his team have managed to dump an impressive 180kg from the E92’s kerb weight via the brutal and uncompromising method of tearing everything out of the interior and throwing it in the bin. The dash has been replaced by a simple and sophisticated carbon fibre item which was customfabricated by GruppeM (who you might assume is a German firm; it’s actually Japanese), and everything beyond that is, well… missing. No carpets, no soundproofing, no interior trim panels – there’s a pair of bucket seats with harnesses, a meaty green half-cage with harness bar, and that’s about it. Oh, and if you look inside the boot you’ll spot the mighty bracketry for that formidable APR wing.

    ‘Aggressive’ doesn’t even begin to cover it. With so much weight being shorn, Chapman’s ghost will be mollified that Rolloface didn’t see fit to monkey about with the motor too much. The S65 bent-eight wears a carbon fibre GruppeM intake and a custom titanium exhaust system, but is otherwise stock; the guys estimate it has around 450hp, and every one of those horses makes itself heard with a sonorous bark through those exotic pipes. It’s all it needs to be, and with so much mechanical grip it’s not as if Ken’s frivolously wasting power by spinning the rears up and shimmying the tail on every corner. This thing just points, squats, and goes. And then stops, obviously. Because the brakes are massive.

    What’s perhaps most impressive about this car is that, while it’s unashamedly touted as a development car, its fit-and-finish is sufficiently flawless to allow it to happily sit on a show stand and have the crowds gasping with delight. It’s a clear embodiment of the ethos of those customisable brake components, the E92 acts as evidence that you can have form and function in equal, forceful measure. The suspension likes to elbow its way to the front at this point too, as the car’s running a full Air Lift Performance setup.

    Any of those naysayers who reckon air-ride is for posers and serious drivers run coilovers may now bitterly eat their collective hats. With the amount of testing this car’s done, it’s pretty safe to say that airbags are up to the task of deploying and controlling whacking great gobs of grunt. BMW’s own power output has only been marginally tickled here, but Rolloface’s reimagining of the M3 platform proves that all that power was pretty much enough, and the way to amp the thing up is to strip out some mass and find means to get the power down more efficiently. All very old-skool thinking. Right, Ken? “Well, actually we’re looking to turbocharge it next,” he grins.


    Honestly. Some people don’t know when to stop, do they? We get the feeling that three years of R&D is just the beginning for these guys – who knows how insane this M3 may become in the future? All the signs are pointing toward the answer being ‘really quite insane indeed’, but there’s one thing we can be totally sure of: it’ll be looking utterly flawless throughout. Performance through precision? Yep, that ties it up in a neat little bundle. Rolloface’s story is only just beginning.

    TECHNICAL DATA FILE #Rolloface / #BMW-E92 / #BMW-M3 / #BMW-M3-E92 / #BMW-M3-Rolloface / #BMW-M3-Rolloface-E92 / #S65 / #BMW-S65 / #BMW / #BMW-M3-Wide-Body / #BMW-M3-Wide-Body-E92 / #BMW-3-Series / #BMW-3-Series-Coupe-E92 / #BMW-3-Series-E92 /

    ENGINE AND TRANSMISSION 4.0-litre #V8 #S65B40 , #GruppeM carbon fibre intake, custom titanium exhaust system (de-catted when on track), six-speed manual gearbox, est 450hp

    CHASSIS 12x19” (front & rear), #Rolloface-ZR-1 three-piece forged wheels with 305/30 (front & rear) Toyo R888 tyres, Air-Lift-Performance-3H air-ride, #Rolloface-SR-C-BBK with eight-pot (f) & six-pot (r) forged calipers with 380mm two-piece floating discs, Pagid-RS pads

    EXTERIOR #Rolloface-RF-GT3 wide-body kit comprising front & rear bumpers, front wings, rear quarter panels, vented bonnet, boot spoiler, carbon fibre side skirts, carbon fibre front splitter, adjustable #APR-GT-50 rear wing

    INTERIOR Stripped full carbon fibre dash, Recaro driver seat with Sparco harness, Rolloface passenger seat with Takata harness, green half-cage, rear wing mounts in boot floor

    “This is our R&D test mule really and the body is just part of that…”

    “We wanted a smoother look than you find with other wide-body kits”
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