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    CAR: #BMW-M535i-E28 / #1985-BMW-M535i-E28 / #BMW-E28 / #BMW / #BMW-5-Series-E28 / #BMW-5-Series

    Year of manufacture #1985
    Recorded mileage 115,973
    Asking price £15,995
    Vendor Old Colonel Cars, Herts; 07407 477843; oldcolonelcars.co.uk

    WHEN IT WAS NEW
    Price £17,950
    Max power 218bhp
    Max torque 229lb ft
    0-60mph 7 secs
    Top speed 143mph
    Mpg 28

    This ‘analogue M5’ was stored for 10 years, and lots of fettling has been carried out since it came into the current ownership four years ago. Sadly there’s no service book, but there are bills to support a cylinder-head rebuild, new engine mounts, anti-roll bar rubbers, track-rod ends and a recent water pump, thermostat, viscous coupling and fuel tank, plus rebuilt front brake calipers. It’s been partially repainted, with new coachlines and badges, but there’s no serious rot. A couple of spots, each near the strut-top mounts, want cleaning off, de-rusting and painting, but they’re not as bad as they first look. Inside, the owner has sourced better seat material from another E28, which shows only light wear to the velour. The driver’s door card has suffered from a little shrinkage, which may be put right before sale but is an easy fix, and the dash plastics are good, with only almost imperceptible cracks starting. The very ’80s stalk-mounted Blaupunkt remote graphic equaliser control still works, as do the electric windows and sunroof.

    The engine sports a new header tank (they deteriorate with age) and the old one is in the boot, along with other removed parts. The coolant is a clear blue, the oil clean (only 300 miles old). Also in the boot is a full set of tools and the original spare wheel with 390mm Avon Turbospeed, but the car sits on a slightly larger set of 15in E34 alloys to make tyre choice easier (and cheaper): it wears 2017-dated 225/60 Kumho Ecstas, and the original wheels are included.

    Turn on the ignition, press the ‘check’ button in the roof console diagnostic display and all the LEDs light, and the brake warning correctly goes out when you press the pedal. It fires easily, the deep #BMW-M30 burble sharpened by a newish Powerflow exhaust – hence the extra soundproofing in the boot floor. It drives sweetly, with that very mechanical feel of a proper 5 Series. There’s plenty of torque, but it likes to rev, too. The gearchange is good, it doesn’t wander and the brakes pull up well, with a typically weighty pedal. Temperature didn’t rise above a third on the gauge. A sorted car for grown-up hooligans, with MoT until May.

    SUMMARY
    EXTERIOR Unscuffed; some new paint
    INTERIOR About as good as used ones get, with new seat fabric
    MECHANICALS In rude health
    VALUE 8/10
    For Fine old-school bruiser
    Against A couple of rust spots need catching on the inner wings

    SHOULD I BUY IT?
    Not a full-blown M5, but needs nothing major, great to drive, and all for less money than a nice 2002 or E30 325i Sport
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    We all know the rule when it comes to modding cars and that is: never add up how much you’ve spent. And yet this month that’s exactly what I’ve been doing… Not on my E39 (thankfully) but all in the aid of our M Alternatives feature this issue. People outside of the modding community (and even some of those in it) will often question why we’re spending all that money on our cars when we could have bought something better instead. It’s a fair question, aside from the fact that a lot of us build our cars over a number of years and spend the money gradually, which helps to make it all rather more manageable, but it got us thinking: can you build something as good as an M car for less money than it would cost you to just buy the M car outright in the first place?

    So we chose five popular M cars along with their non-M equivalent models that have enough modding potential to be able to pull it off and went on a virtual shopping spree. Our aim was to stick to the budget allowed by the price differential between the two models and see just how good a car we could build for the money. Our virtual spending spree starts on Drive-My. Of course, if you’re on rather less of a budget then you could build yourself something along the lines of our cover car and this is really something special. What started out life as humble #BMW-M535i-E28 / #BMW has been completely transformed into an incredible custom machine, with the star of the show being the massive gold-plated turbo that’s too big to be contained by the bonnet. This build might not suit all tastes, but you can’t help but be impressed by the sheer amount of work that’s gone into it and the end result is nothing short of spectacular. Elsewhere in this issue you will discover one of the finest E30 M3s we have ever come across, modded to absolute perfection, a seriously sexy M4 GTS, extremely clean air-ride E36 and an epic 940whp turbo drift E30 as well as a selection of show reports and lots more BMW goodness!

    As for the next issue, we’re going hard with a supercharged, meth-injected E60 M5 and it’s absolutely mental! So that’s something to look forward to! Until then, enjoy this month’s offerings and we’ll see you next time.
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    / #1987 / #BMW-E28 / #BMW-M535i / #BMW-M535i-E28 / #BMW-5-Series / #BMW-5-Series-E28

    The M535i is often overlooked when contemplating E28s but now the #BMW M5 has moved into a different price bracket the M535i is gaining more of a following. This Alpine white example featured black leather and a dogleg manual gearbox and while the mileage was relatively high at 155k there were plenty of invoices supporting recent work in the history file. At £3990 it looked like a bit of a bargain.

    SOLD FOR: £3990
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    GENERATION GAME / #BMW-M535i / #BMW-M535i-E28 / #BMW-M535i-Eaton-supercharged-E28 / #BMW-M535i-Rotrex-supercharged-E28 / #BMW-E28 / #BMW /

    The UK’s only supercharged E28s are an impressively eclectic pair owned by an equally different father and son duo with a long-standing love of BMWs.

    SUPERCHARGED UK E28s Classic Fives with power!

    Owning the only two supercharged E28s in the UK, this father and son duo are the custodians of some seriously cool metal. Words: Elizabeth de Latour. Photos: Matt Woods.

    BMW E28s are precious things. Long gone are the days when you could pick one up for £400 (like I once did) and with the vast majority of the shabby ones now having rusted away, those that remain need to be cherished. Whilst the E24 6 Series might be the obvious choice for those looking for something sleek and ‘sharky’ to slam, the E28 is currently getting lots of love, too. Last year no less than three bigpower classic Fives appeared in DRIVE-MY and there are plenty of extremely attractive examples around, like this pair, for example.

    Kris Rourke and dad Jon are the custodians of this unlikely pair – one an exceptionally clean sleeper, the other more of a retro hot rod, with the two cars reflecting their owners’ personalities and motoring preferences.

    The very clean red car belongs to Jon, with Kris driving the brown bad boy. While both cars are without doubt very different, they share one significant similarity: they are both supercharged. That elevates this pair from being merely modified to really rather special, not least because of how rare a thing a supercharged E28 is.

    That father and son own E28s is unsurprising when you learn that Jon has been at it for years, which means Kris was destined to follow. “Dad’s always had BMWs and has had about six or seven E28s,” says Kris. “They were always in my life when I was growing up and my first car was a 2002ti, mum and dad’s 2002 in fact, which they gave me when I passed my test. It all started from there really. I’m also into Jap stuff and have had loads of J-tin, all modified and all with big power.” So the draw of another powerful, modified car was inevitable and the odds of it being a BMW were good.

    Pay attention, because things get a bit complicated now. “Two years ago I had a Fiat Cinquecento and loved it but then my other half and I had a baby and I couldn’t get the baby seat in the car so it had to go. Dad had a blue M535i at the time so he gave me that as it was more practical and bought himself the red supercharged car. I then sold the blue one to buy dad’s red one, which is now my brown one, and when I started modding that dad realised he missed it and bought himself the red supercharged one he now owns.” Got it? Good.

    For Jon, a London cabbie by trade, the appeal of the E28 is easy to see. “It’s a lovely retro classic car,” he says. “It stands out and it has road presence. All my previous E28s have been standard – as long as they go and work I’m happy,” he chuckles. “This red one is much more of a hooligan car, though. I was just looking around on eBay for interesting cars, spotted it and went for it. It had been in a garage for about seven or eight years and while the body was good, underneath it was rotten,” he says.


    Not that you’d have any clue as to the car’s previous state of disrepair now thanks to the amount of time and money that Jon has invested in it. The whole floor has been repaired, as have the sills, while the suspension has been renewed and new brakes have been fitted. Jon also replaced the chrome exterior trim with Shadowline, while inside the original cloth seats have been replaced with leather Sport seats. Thankfully having a rust-free body meant one less area that needed attention and the red colour really looks fantastic on the E28. So too do the 17” Style 5s – easily one of the greatest wheel collaborations between #BBS and #BMW .

    Of course, what’s really exciting here, on both these cars, is what’s under the bonnet, and these are the only two supercharged E28s in the UK. Jon’s car has the slightly more stock-looking engine bay, though there’s no missing the supercharger and its accompanying pipework. The kit here is a Jamsport setup, which cost whichever previous owner that decided to fit it a cool £6500, and uses a more traditional centrifugal supercharger.

    This E28 may be no spring chicken but you can still appreciate the work that has gone into fabricating the pipework for the kit. It’s all expertly finished and assembled and there’s a lot of engineering squeezed into here. The most impressive part of this setup is the custom alloy rad, intercooler and associated pipework, which originally cost an eye-watering £5000 and comes courtesy of McLaren (hence the price tag and quality of the work itself). The FMIC is tucked behind the kidney grilles and ahead of the rad. On top of that sits an oil cooler for the supercharger, as this older design requires an external feed. It’s not for show, either, with Jon telling us that running at around 6-7psi it’s making 303whp, which is an awful lot of power in a car as light as the E28 and definitely makes it a bit of a handful. Not that he’s complaining, mind, he’s loved every minute of the 18 months he’s spent with the E28 – a long time for him as he likes to change his cars often.


    And so we come to the brown E28, Kris’s rowdy, raucous, unashamedly showy counterpart to his dad’s more demure example. Kris was fortunate in that his E28 was in a better state, though as it had come from his dad that’s not much of a surprise. A quick glance at the exterior of the E28 is enough to tell you that there’s clearly something going on here. There’s a sort of rough-edged charm to the whole car, visible in the interior with its auxiliary gauges mounted on a bright red backing plate and that well-used Nardi steering wheel. Where the engine bay of the red E28 is a relatively discreet affair, on the brown car it’s much more of a mad scientist affair. What you’re looking at here is an extremely impressive home brew positive displacement supercharger setup.


    In case you don’t know, a centrifugal supercharger produces more boost as engine speed increases, normally producing peak boost very near to the engine’s redline and where it would normally be producing peak power in naturally aspirated form. A positive displacement blower, like a Roots or twin-screw item, on the other hand, produces peak boost instantly, meaning you get massive low-end torque and immediate response from the engine when you put your foot down, making for awesome mid-range thump. Positive displacement superchargers are also a lot more complicated to fit.


    Generally speaking they are large, bulky items that are traditionally mounted directly on a custom inlet manifold, feeding air into the engine via a chargecooler. In contrast, centrifugal superchargers are smaller and run cooler, so they can happily operate without any sort of intercooling. The fact that Kris’s car is running a positive displacement blower, an Eaton M90 to be precise, and a home-made installation at that, is very impressive.


    Of course, the fact that it’s a homebrewed setup means that it wasn’t perhaps running as best as it could have been when Kris took over custody of the car. “I’ve improved a lot of things since I bought this E28,” he says. “It had no management for starters and was just running a fuel pressure regulator, so I fitted a Megasquirt ECU and had the cam blueprinted. I changed every boost hose and pipe and replaced the FMIC with a chargecooler.” This is that big metal box on the front left of the engine bay. It cools the intake air by passing it through a core filled with water, which is itself passed through and cooled by a heat exchanger mounted at the front of the engine bay, hidden beneath a clever lift-off panel. “This saw intake temperatures drop from 90ºC to 40ºC,” says Kris, “and I’m planning on adding methanol injection, which should bring them down to about 20ºC and help the engine make more power.”

    The rather industrial-looking pipework under the bonnet is a bit of a maze but it all begins at the air filter which is shrouded in carbon and fed with cooling air via the hole in the front grille where the passenger-side high beam unit would normally sit. The air travels through the black flexi-pipe and into the supercharger inlet, then up through the outlet on top, round the back of the engine bay and into the chargecooler, through the core, and then into the original inlet manifold on top of the engine. The fact that the E28’s engine bay is quite capacious and allows for the supercharger to be mounted by the side of the engine and to feed into the original inlet manifold is a bonus. There’s a lot more beneath the bonnet beyond the supercharger, though, including a B35 Stage 3 head with bigger valves, a Schrick 296 cam and a Fritz’s Bitz exhaust manifold.


    It’s a monstrously impressive installation but how does it perform? According to Kris, the car made 252whp, which is definitely enough to be getting on with, but also an amazing 350lb ft of torque at just 1800rpm, which is the beauty of a positive displacement blower. When Kris had nitrous on the car it ran an 11.8-second quarter-mile, which is extremely impressive and puts it in the company of cars like the Jaguar XJ220, Audi R8 V10 and Aston Martin V12 Vantage S.


    “I took the nitrous off as I knew I would never really use it,” he continues. “I was too scared of blowing the engine up… but I might put it back on. I really want 400hp and the supercharger is holding the car back – it’s not making as much boost as it should and I need to run more boost to make more power.

    I’m considering my options. I might rebuild the supercharger or I might go for a turbo conversion. It’s quite a lot of money but it would definitely mean I could hit 400hp. And I like the idea of having a turbo. I have 90% of the parts I need, so I’m almost ready.”

    Of course, we can’t discuss Kris’s car without discussing its colour. It’s not paint or a wrap but is, in fact, Plasti Dip – the spray-on, peel-off rubbery coating that can provide a quick and easy way to change the colour of your car and then change it back again when you get bored! “I was approached by DipMyVehicle, who offered to dip my car for free in exchange for having it on the company’s stand at the Santa Pod show, so I went for it,” Kris explains. The colour is called Sunset bronze. Although it may look pretty brown when the light hits it there’s a subtle change in colour and you can see a light metallic element in the coating. Combined with the aggressive drop on Spax springs and black, 19” CSL-wheels it makes this E28 into a bit of a bad boy.

    The brakes have also been uprated, with E34 540i discs and calipers front and rear running Mintex pads, while the gearbox is a 260/6 unit running the ratios from the E28 dog-leg transmission with a separate bellhousing, Black Diamond Stage 3 clutch, and modified centre donut on the propshaft.

    Both cars have had a vast amount of time and effort devoted to them – Jon’s car on the bodywork and Kris’s on the mechanicals – but the results speak for themselves. E28s need love and attention so we’re delighted that this father and son team stepped up to the plate.

    It’s a lovely retro classic car. It stands out and has road presence.

    DATA FILE Eaton supercharged E28 M535i

    ENGINE #Eaton
    3.4-litre straight-six #M30B34 , compression ratio lowered to 8.1:1, #B35 Stage 3 head with 1mm bigger valves, #Schrick 296 cam, B35 inlet manifold, 550cc injectors, #Sytec FPR, #Bosch-044 fuel pump, 8-micron fuel filter, CDA carbon air box with cold air feed, custom crank pulley, #Eaton-M90 supercharger, ported top hat, custom charge cooler system, #Brownlow alloy radiator, Fritz’s Bits heat wrapped manifold and full system, #Megasquirt ECU running MS2. 252whp, 350lb ft wtq

    TRANSMISSION
    / #Getrag-260/6 gearbox with separate bellhousing, #Black-Diamond-Stage-3 clutch, modified centre donut on propshaft, factory #LSD / #Getrag-260

    CHASSIS
    8.5x19” (front) and 9.5x19” (rear) M3 CSL wheels with 225/40 (front) and 245/35 (rear) Bridgestone tyres, #Bilstein gas dampers all-round, #Spax lowering springs, polyurethane front torque arm bushes, E34 540i discs and floating calipers front and rear, #Mintex racing pads all-round

    EXTERIOR
    Plasti Dipped in Sunset bronze over original #Zinnobar red, driver’s-side high beam removed for cold air feed, clear front and rear indicator lenses

    INTERIOR
    Standard E28 M535i leather, three-spoke Nardi leather steering wheel, M5 gear knob, Innovative wideband #AFR gauge and boost gauge in centre pod

    THANKS
    Paul Higgs, Ed at Fusion Motorsport and Justin from dipmyvehicle.com

    DATA FILE Rotrex supercharged E28 M535i

    ENGINE #Gotech-Pro
    3.4-litre straight-six #M30B34 / #M30 / #BMW-M30 , #Rotrex supercharger, custom alloy radiator and intercooler system, 440cc injectors, #Gotech-Pro-X-ECU with custom wiring loom, #Ram air filter, Fritz’s Bits manifold and exhaust system. 303whp @ 7psi

    TRANSMISSION
    Standard M535i dog-leg ’box, standard factory LSD

    CHASSIS
    8.5x17” (front) and 9.5x17” (rear) #BBS-RC090 Style 5 wheels with 225/40 (front) and 245/40 (rear) tyres, #Bilstein dampers, uprated lowering springs, front and rear strut braces, #Black-Diamond drilled and grooved discs, EBC Redstuff pads

    EXTERIOR
    Zinnobar red, dechromed, clear front indicator lenses,

    INTERIOR
    Standard M535i leather seats
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    Sports family #Lancia - Thema-8:32 vs. BMW-M535i-E28 / TEXT José Ricardo Gouveia / IMAGE Pedro Lopes

    The truth of the lie. The demand for two super-saloons 80s, led us to the discovery of some undeniable truths. But also to demystify legends embodied by time. This is the story of a titanic battle between BMW M535i and Lancia Thema 8:32.

    The preparation this comparison could not have started more clinical form: the goal was to join two superberlinas 80s, equivalent in terms of performance and pedigree. There is much in the sights of Motor Classic, the choice of Lancia Thema 8:32 was based on its mechanical exceptional V8 Ferrari and pure appeal of driving a luxurious Italian - other than a Maserati - with the ability to get the better of very sporty the war of the traffic lights.

    As a counterpoint, the apparent sedated BMW E28 M535i, simple and discreet body inside, only reached the final choice by presenting a six-cylinder in line with similar power (218bhp BMW against the 212bhp of the Lancia). But if the role models close - themselves as magnet and iron, on the road to their separation could not be more drastic.

    Aesthetics

    Angular and well defined, with an elegant waist line and front grille typically Lancia Thema revealed in their ways why the Italians consider true masters of car design. No major frills, the saloon of Turin is still immensely enjoyable to look at, revealing details exquisitely placed each time we approach such as the dual support of mirrors, the sculpture of the bonnet or the design of bumpers.

    Since the BMW is pure menir German: geometric and sturdy with a back which seems to have been cut out of a steel block and a front in which only the double rim and the four round headlights stand, this is a well achieved evolution of the first 5 series, lending strength and muscle to the design of the masters Paul and Pietro Frua Bracq. But before the elegant Italian forms, loses luster.

    Technical

    Conservative in approach, #BMW-Motorsport GmbH delegated to division - responsible for the preparation of the most coveted sports - the transformation of saloon 5. lower chassis and firm a six cylinder in-line 3.5-liter "vitaminized" to the 218 horsepower and limited slip 25 percent to try to put the power down, the BMW is nonetheless quite conservative, with its head eight valves and one camshaft.

    By contrast, the Lancia is to equip a V8 Ferrari with three-liter, four camshafts head, 32 valves and 216 horsepower. Least six horses than the BMW, but exotic and impressive, idling or skim the redline.

    Life on Board

    As in the technical chapter, here the Italian back out benefited by genetic taste of its designers. The dashboard lined timber open tone and we pronounced the magnificent armchairs lined with fabric reminiscent of a mix of alcantara and velvet, the Lancia is worthy of the most demanding mobsters. Too serious and gray, the interior of the BMW in little or nothing is distinguished from the remaining range "Five", using logos simple ones "M GmbH" to stand out. In the midst of such shyness, only the excellent bucket seats saved the model of dishonor. Solid and warm, each more pronounced curve these remind us that we are sitting in a sports true.

    Benefits

    With over 210 horsepower available, both sports saloons still worthy performances of note. In the case of BMW, 218 horses announced for its six-cylinder engine feel something asleep, but still allow the model that weighs 1414 kg accelerates from 0-100 kmh in 7.2 seconds and reach a top speed of 230 kmh. But the Lancia feels more immediate, with its 212 horses ignite immediately the front tires, hell-bent on fighting the lack of traction of a model that weighs 1405 kg and has announced an acceleration of 0-100 kmh of just 6.8 seconds and a top speed of 240 kmh.

    Comfort

    Probably the only parameter in which there is a dead heat. In terms of rolling comfort, both the BMW and the Lancia are excellent, isolating the cabin from the drudgery of surface irregularities. Thanks to independent suspension and high-profile tires (something unthinkable in sporting-day) both saloons meet perfectly the luxury purposes for which they were created. In addition to the comfortable cushioning, an appropriate allocation of equipment covering items such as electric windows, power steering or air conditioning, it makes the driver and passengers life easier.

    Driving

    States for similar potencies and weight, in theory both the BMW M535i as Lancia Theme 8:32 should provide a level of enjoyment to the driving wheel. But could not be more different. Blessed with an eccentric Ferrari engine, the Lancia is one of the rare cases where the enthusiasm fades from the time that the eight cylinders are filled until we started walking. Theater in the roar that sends idle, the block does not give up in impressing the hearing, which prima - owner that warms the throat before his great performance. Helped by a smooth and precise gearbox, the engine is felt all of its 212 horses at once, flooding the interior with a bright cacophony. But we are quickly restrained the momentum of the right foot by a lack of traction threat of extinction rubber of front tires, no matter what the speed is. Subvirador is a mild adjective for a car that, with dated suspensions, can not digest the spontaneity of the accelerator.

    However, stealth M535i six cylinders is at least disarming. Doubt in the pattern of capacity remains even when printing more pace on driving. Direct yet lightweight and conveniently assisted steering commands, the "M" runs quietly and without fuss. However, just a curve in realizing excellence and balance of your chassis. Superiorly gifted, the BMW makes it easy to describe the trajectories in expressive power-slides, raising anyone traveling to your steering wheel Heroes recognized grace. Never losing his composure, the German sedan maintains a steering assistance that communicates the precise angle of the front wheels, while the rear axle takes the most out of limited slip prepared by the sports division of the brand.

    Economy

    In the market of the classics, both the BMW and the Lancia themselves in terms of price with the German to be worth 16,000 euros and the Italian to reach 15 000 in very good condition. But when it comes to maintenance, things are quite different. Like so many other Italian models, the Lancia has the scarce stock of the main defect replacement parts. And we're not even talking about the precious Ferrari engine, on which all eyes seem to be focused when it comes to profligacy.

    In the case of BMW greater availability of parts and mechanical simplicity are only opponent in the price of some items. But when it comes to restoration, it is always better when the pieces are the same.

    Verdict

    Fabulous in its time, both BMW M535i as the Lancia Thema 8:32 still make heads turn, but for different reasons. In the case of the Italian exotic engine that hides it gives it a pedigree far above its dynamic potential. But the German, with his quiet personality, conquers our hearts every curve described artistically, winning this comparison by the way can communicate what the mechanics will doing every second.

    We appreciate the collaboration to Classic Care Center (Tel 214 693 072), with the #Lancia-Thema-8:32 and Manuel Mascarenhas (Tel 962 793 114), with the #BMW-M535i . Both cars are for sale.

    Sports details donated by division sporty #BMW Motorsport GmbH make unlike the interior of the 5 Series E28.
    The five-speed gearbox is smooth and the Lancia relatively precise, especially at low speeds and when not asked too much engine.

    Aesthetically the M535i's body is distinguished from others by the use of a small rear spoiler, side sills deeper and specific bumpers, sports and more pronounced.

    Distinguished in appearance, the Thema only reveals the pedigree of his Ferrari engine in the logos "8:32" in yellow and bumpers painted in body colour. The interior features a number of useful tools...

    With its electrically adjustable seats, upholstered type alcantara, the interior of the Thema 8:32 is higher than the BMW.

    Lined with the finest materials, the interior is luxurious Lancia

    Kids, do not try this at home. Bending aside does not come naturally to Thema

    TECH DATA #Lancia-Thema 8 / 32 #1986 - #1989
    Number built 4000
    Engine V8-cylinder engine, front transverse position / #Ferrari
    Distribution 4 camshafts to the head, 32 valves
    Bore x Stroke 81mm X 71mm
    Displacement (cm3) 2927
    Power electronic injection #Bosch-Jetronic-KE3
    Max power (DIN bhp / rpm) 212/6750
    Torque max (Nm / rpm) 285/4500
    Suspension front, MacPherson type, helical springs; rear, rocker arms, coil springs; telescopic shock absorbers and bars stabilizing;
    Transmission Front, from 5-speed manual gearbox
    Steering Rack and pinion, with power assistance
    Brakes front ventilated discs; rear disks; #Bosch-ABS ;
    Unibody chassis, bodywork steel, four doors and five seats
    Fuel tank capacity 70-litres
    Wheels / Tires 15 '' / 205/55 VR15;
    Dimensions Length: 4590 mm
    Wheelbase: 2660 mm
    Width: 1750 mm
    Weight (kg) 1405
    Acceleration 0-100 kmh (sec. 0-62MPH) 6.8
    Top speed 240 kmh


    Spartan but coated with materials quality, the inside of the M535i stands up well over the years.

    Worked by Motorsport GmbH, the brilliant chassis 5-series #BMW-E28 is revealed in curve.

    Banks kind Bacquet has demonstrated remarkable strength, sin only the slight sway in the pipeline (BMW defect of this season)

    TECH DATA #BMW-M535i-E28 #1984 - #1987
    Number built 9483
    Engine 6-cylinder inline, front longitudinal position / #M30 / #M30B35
    Distribution 1 overhead camshaft head, 12 valves
    Bore x Stroke 92 X 86mm
    Displacement (cm3) 3430
    Power electronic injection #Bosch-Motronic-DME / #Bosch-Motronic / #Bosch
    Maximum power (bhp DIN / rpm) 218/5500
    Maximum torque (Nm / rpm) 310/4000
    Suspension front, MacPherson struts, springs Helical; rear swing arms, helical springs; shock absorbers #Bilstein and stabilizer bars;
    Transmission, 5-speed manual gearbox with limited slip differential (25%)
    Steering Recirculating Ball, #ZF
    Brakes with assistance ahead ventilated discs; rear disks; #ABS
    Unibody chassis, bodywork steel, four doors and five seats capacity
    Tank 70-litres
    Wheels / Tires 15.5 '' (R390) / #Michelin-TRX 220/55 VR 390
    Dimensions length: 4620 mm
    Wheelbase: 2625 mm
    Width: 1710 mm
    Weight (kg) 1414
    Acceleration 0-100 kmh ( 0-62MPH sec.) 7.2
    Top speed 230 kmh
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    FINCREDIBLE HULK #BMW-M535i-E28

    Once a mild-mannered E28 #BMW-M535i , this Finnish 5 Series is now a fearsome rage monster brandishing a terrifying 886hp courtesy of its turbocharged M30. Mental turbo E28 shows the kids how it’s done. This might look like a mild-mannered E28 but you wouldn’t like it when it’s angry… Words: Elizabeth de Latour. Photos: Jape Tiitinen.

    BMW E28s need love. They’re getting rusty, rare and actually quite expensive to buy, certainly in the UK, and much like any classic they are not often casual, off-the-cuff purchases. You have to want an E28 because it requires commitment. Buying an E28 is a serious undertaking, one often reserved for lifelong BMW enthusiasts who’ve always wanted to own this classic saloon. Enthusiasts like Tobias Holmkvist, perhaps? “Well, when I bought this M535 my interest in the marque started to grow but I can’t really say I’m a #BMW guy,” he reveals. Oh, guess not then…

    So, just what attracted this 20-something car enthusiast to the sharkey E28? Well, for our Finnish truck body builder, this car presented itself as the perfect proposition for what he was planning. “I wanted to build a crazy car for street use,” he says in the matter-of-fact manner that someone might use when telling you that they’ve just bought a new shirt. “And to me the E28 is an old and beautiful model, plus this car already had a lot of performance parts installed. It was in pretty bad shape, though, and needed a rebuild so I bought it to have something to spend my time on.”

    Purchased in Sweden, Tobias’ E28 needed more than a little TLC to get it roadworthy again, requiring no less than a complete interior overhaul, rust removal and a respray, making this far more than just a casual project. But then again Tobias is a man who enjoys a challenge and likes building cars that are a little different from the norm (such as the 415hp Mercedes diesel estate he built back in 2008), so the prospect of restoring this E28 and turning it into a fire-breathing monster was no doubt a tantalising one.

    Now, if you want to build yourself a crazy powerful road car, you’re going to need to build yourself one serious engine. Luckily the M30B35 is the perfect candidate for turbocharging and makes the ideal base for building up a serious powerplant. Tobias has left no stone unturned, or at least no engine component unmodified, in his quest for power. The engine has undergone numerous evolutions but the current spec is its most impressive incarnation.

    First off, the block has been fitted with a reinforced bottom plate to stabilise it; it’s been bored out by 0.5mm and CP forged pistons have been fitted, though the crank has been left stock. The head was ported by Tobias himself and fitted with an Enem Z55 turbo camshaft, steel rocker arms and Stage 2 valve springs while ARP bolts ensure it stays clamped tightly to the block. Initially, Tobias was running a Holset HX55 turbo with a Megasquirt standalone ECU but he wasn’t happy with the way the car performed. “The Holset was too small,” he says, being rated for about 570hp, “so I removed the Megasquirt and the Holset and replaced it with the Precision turbo and MaxxECU engine management, which got the car running like a dream with better spool, more power and better engine control.” The turbo in question is a 7275, rated to 1015hp, offering the sort of horsepower potential that Tobias was looking for. In addition, it’s been fitted with a 46mm Precision wastegate. The intake and exhaust manifolds were both made by Tobias, with a 4” downpipe running from the turbo into a 3.5” exhaust with a single silencer, while on the intake side there’s a seriously beefy intercooler, measuring 600x450x100mm with a 3” inlet and a 4” outlet. You’ll also find 1680cc injectors sitting on a billet fuel rail, a VAG COP ignition system, a PWM controlled electric water pump and electric cooling fan. It’s a heavyweight list of mods and it results in some seriously heavyweight performance figures, with 2.3bar of boost resulting in 886hp and 758lb ft of torque, which is more than any sane person could ever possibly need, but whether it’s more than someone like Tobias could possibly want is another matter altogether…


    To go with all that power, Tobias has opted for an E39 M5 gearbox uprated with a Sachs 765 pressure plate and sintered clutch along with a homemade propshaft with M5 joints and an LSD at the rear, which allows him to put down some very long 11s on the Tarmac. The brakes have also been uprated, naturally, with 348mm discs up front and 320mm items at the rear, offering much needed enhanced stopping power. When Tobias bought the car it had already been fitted with lowering springs and uprated dampers, so he’s suck with that combo, adding Powerflex bushes throughout and M5 anti-roll bars to try and quell the car’s slightly tail-happy nature, though we wager that ramping up the power to over 800hp has probably undone most of his hard work on that front.

    Of course, even when you’re building a mental fast road machine like this, you can’t forget about the aesthetics and while Tobias has kept things looking pretty OE on the outside, there are plenty of hints that let you know this is most definitely not your run-of the-mill E28. Up front, one of the high beam lights has been replaced by a colour-coded air intake that feeds air directly to the massive cone filter wedged into the corner of the engine bay, while at the rear you’ll find an E30 M3-style spoiler crowned with a home-made gurney flap, complete with a message for anyone foolish enough to have attempted to tangle with this E28. And there’s no need for multiple exhausts here when one fat tailpipe does the job just fine, thank you very much.


    The AC Schnitzer Type 1 Racing wheels, Tobias reveals, were actually on the car when he bought it, and he liked them so much that he almost bought the car just for them, though they were in very bad shape and he spent 20 hours rebuilding them. Not that you’d know, mind, as they look absolutely spotless and the gold-on-white combo is pretty much perfect.

    The interior is a blend of OE calm and hardcore aftermarket additions. “I had always wanted a car with a full roll-cage,” explains Tobias, “so I decided to build one. A friend helped me with the TIG welding but I built it myself. It was very hard to make but the result was very good. I also fitted a set of E34 M5 leather seats and I made my own leather door panels, suede steering wheel and lowered steering column.” Tobias also chucked in a hydraulic handbrake, because that’s the sort of thing you’d expect to see in a 800hp E28 that’s very good at going sideways!

    The boot is home to numerous fuel system components, plonked unceremoniously to one side, but with the most exquisite components and the engine bay most definitely deserves a mention because while it might not be a polished-up show bay, it’s very clean and tidy. We particularly love the colour-coded piping and intake plenum.

    It’s taken Tobias four years to get the car to where it is today, a slow steady process of annual evolution, and this E28 has become something of a beast. It’s an epic machine that’s fulfilled Tobias’s brief of being “a crazy car for street use”. Judging from the pictures, Tobias seems pretty happy with the results, too, and it’s good to see a car like this being used in anger; then again, how else could you possibly use it?

    DATA FILE #BMW-E28 M30B35 Turbo

    ENGINE: 3.5-litre straight-six #M30B35 , bore increased by +0.5mm, stock crank, CP forged pistons, reinforced bottom plate to stabilise block, ported #M30 B35 head, #ARP bolts, Enem Z55 turbo camshaft, steel rocker arms, Stage 2 valve springs, custom intake and exhaust manifolds, #recision-7275 turbo, 1680cc injectors, #VAG coil-on plug ignition system, #MaxxECU ECU, PWM-controlled electric water pump, #PWM -controlled cooling fan, billet fuel rail, Precision 46mm wastegate, 4” downpipe with 3.5” exhaust and single silencer, 600x450x100mm intercooler with 3” inlet and 4” outlet. 886hp and 758lb ft @ 2.3bar.

    TRANSMISSION: #Getrag-Type-D six-speed manual gearbox from E39 M5 #Getrag , #Sachs-765 pressure plate, sintered clutch disc, home-made propshaft with M5 joints, LSD.

    CHASSIS: 8.5x17” (front) and 9.5x17” (rear) #AC-Schnitzer-Type-1 Racing #AC-Schnitzer wheels with 225/45 (front) and 255/40 (rear) Federal semi-slick tyres, single-piston callipers (front and rear) with 348x30mm discs (front), 320x22mm discs (rear).

    EXTERIOR: High beam air intake, E30 M3-style spoiler with custom gurney flap.

    INTERIOR: Full roll-cage, E34 M5 leather seats, custom leather doorcards, suede steering wheel and lowered steering column.

    THANKS: My friends that have helped me with this project, all your help has really been appreciated.
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    FIVE ALIVE #Alpina-B10-E28 #1985

    The 5-Series B10 E28 is a near-perfect Q-saloon, a little less refined than the M535i, but gloriously quick.

    Alpina's B10 engine is essentially a #M30B34 BMW 92x86mm 3,430cc six doctored by Herr Bovensiepen's merry men to produce 260PS at 6,000rpm and 254lb ft of torque at 4,000rpm instead of the standard engine’s 218PS at 5,500rpm (DIN) and 229lb ft at the same 4,000 engine speed. Those figures represent 19 per cent more power and 11 per cent more torque, to propel what is essentially the same body assembly as you would find in the production #BMW-E28 #M535i-E28 , which has just started to come on to the British market.

    There are other changes compared with the #M535i #E28 tested in Autocar, 16 January. That car was fitted with the relatively wide-ratio, overdrive top five-speed #ZF gearbox, allied to a 3.07 final drive, and ran on 220/55VR390 #Michelin-TRX tyres on 165mm (6 ½ -in) rims. The same car can be specified with the closer ratio sports-five- speed Getrag gearbox found on the Alpina test car, which also had a higher (numerically lower) final drive (2.93 to 1) and slightly different tyre sizes front and rear — 205/55VR16in front. 225/50 VR16in rear. Tyres are #Pirelli P7s on 7in and 8in wide rims respectively. What that array of figures boils down to is that the Alpina car is geared overall at 24.52mph per 1.000rpm in fifth — perfect for its apparent maximum speed when measured against obvious tyre losses on the 2-mile circumference Millbrook banking - where the standard M535i’s nearest comparable gear, fourth, is slightly lower geared, at 23.49 mph per 1,000.

    Alpina, which is not prone to the unwisely immodest claims of some conversion firms, says that the 5 series #Alpina-E28 B10 is capable of an absolute mean maximum speed, measured properly as the average of runs in each direction on a clear level road, of around 155mph. The Millbrook banking’s fast lane has a hands-off maximum speed of 100 mph — in other words, in windless conditions, you can lap it at 100 mph without having to hold the steering wheel. The faster you go, the more you have to push the car up to a non-existent steeper-inclined lane of banking - and the more of the engine’s power is lost overcoming the energy used by the tyres in supplying the necessary side force.

    So it was that, in spite of a 12 to 17 mph wind at Millbrook, we recorded a timed lap speed of 146.9 mph. with a best speed during the lap of 148. Since all three #Alpina cars tested are particularly quick, it had been planned to take the trio to Germany for a proper autobahn measurement of their respective true maxima, but the last bout of traditional February weather put paid to that, most irritatingly, until after these exclusive Autocar reports had to be written. In our experience, 147 mph round Millbrook is equivalent to something appreciably higher in level road maximum speeds, so we are more than inclined to believe Alpina here.

    Returning from the general to the particular, the 5-series #B10 is a near perfect O-saloon. The normal #BMW-M535i-E28 doesn't feel quite as fast as it is, partly because it is pretty refined. The Alpina is very little less refined, but it does feel quick, most gloriously quick. The engine’s power delivery is extraordinary; you perceive this most dramatically not in full-blooded start acceleration — although even in the slightly damp conditions in which we figured it, that is more than dramatic — but when measuring the acceleration in one gear. The engine has all of the usual delightful #BMW flexibility. so that in fourth gear it is not difficult to take figures from 10 mph (500 rpm) and it pulls well from 1,500 rpm (30 mph). The power comes in extra strongly a little earlier than you expect, from around 55 mph (2,800 rpm) — but almost as if one of the more mildly tuned turbochargers suddenly started working, there is a perceptible
    extra boost at around 4,000 rpm (close to 80 mph, the torque peak in fourth). You can see the effect of this interesting power curve by looking at the 20 mph interval times for any of the intermediate gears; normally, certainly in a highish gear like fourth, the interval times are shortest in the upper middle speed range, as they are here, but appreciably longer before. In the Alpina case, they begin to drop below six seconds between 40 and 60 mph (2,000 to 3,100 rpm) and stay that way right up to 100, in spite of the cubically rising requirement of power to overcome drag.

    The standing start advantage over the normal wide-ratio M535i is best shown in the table; when looking at the getaway to 30 mph, it must be remembered that the Alpina had to be tested in not quite dry conditions, so that in spite of its 25 per cent limited slip differential, its power had to be limited carefully to reduce wheelspin.

    All this is done with such ease and, relatively speaking, considerable refinement — even if after the 2.5-litre 3-Series C2 Alpina #E30 , one is reminded that the first of BMW’s modern sixes (the 86x71.6mm, 2,495cc 2500) was the smoothest it ever made, the subsequent enlargements being progressively a little less so. Fuel consumption overall was measured during generally less demanding conditions than for the #M535i , so not too much should be deduced from the fact that we recorded 17.7 mpg for the normal car, and 22.5 for the Alpina. Generally, we would expect no penalty for the extra performance of the Alpina if both cars were driven identically, but a small advantage in the latter’s favour.

    The stiffer springing of the Alpina is obvious in a more choppy low speed ride which however smoothes out highly acceptably as the speed rises; one is never uncomfortable in the car, partly but not entirely because of the superbly locating driving seat. Flandling benefits usefully; the Alpina is, as usual, not such a handful as the standard car, even if you obviously have to be careful with such a power-to-weight ratio at low speed and in the wet. It sticks very well, with initial understeer — not much, in typical BMW fashion — and its change to oversteer is less severe and easier to control than normal. Stability is excellent in a straight line.

    Overall, this is the ideal conversion — entirely complete, as its brakes are up to the job, and everything is done properly. A big, well-tuned engine for the size of car is always far, far preferable to any turbocharger job, and the Alpina B10 5-series E28 is a perfect example of how to make such cars.

    Standing start acceleration (secs)
    Standard Alpina
    BMW B10
    Mph M535i 5-series
    0-30 2.8 2.8
    40 4.2 3.7
    50 5.7 5.5
    60 7.4 6.8
    70 10.4 8.6
    80 12.9 10.4
    90 15.8 12.6
    100 19.5 16.0
    110 24.4 19.5
    120 30.8 24.2
    130 42.2 31.3
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