- Post is under moderationOffering some incredibly exclusive alternatives to the hottest BMWs out there for several decades now, Alpina still acts as an extremely worthy distraction for anyone in the market for a sporty German cruiser.
GILES RAMSDEN’S ALPINA B10 3.5 / #BMW-E34 / #BMW / #BMW-5-Series-E34 / #BMW-5-Series / #Alpina-B10-3.5 / #Alpina-B10-3.5-E34 / #Alpina-B10-E34 / #Alpina-E34 / #Alpina-B10 / #Alpina / #BMW-535i-Alpina-E34
Giles here was kind enough to share his slice of Alpina perfection with us: this stunning #Island-Green B10 3.5 that took on BMW’s E34 5-Series back in the early ‘90s. “I bought it as a shell on a trolley, along with a couple of boxes of bits, after the previous owner lost interest in it.” Giles explains how he took on this huge, yet clearly extremely rewarding project, just a few short years ago.
Now back to its former glory, practically every part has been bought fresh from either Alpina or BMW. There’s no denying that luxury charm is present by the bucketload too. This one contains touches like signature gold stripes and a sumptuous leather interior. Of course, there's also the re-worked version of the #BMW-M30 #straight-six engine that Alpina took out of #BMW-535i-E34 .
Only 572 of these super-saloons were ever produced worldwide, so it’s great to see another example brought back from the brink. Top work for saving another modern classic icon from the scrapper!
TOP MODS: Full nut-and-bolt bare-shell restoration in original Island Green colour, genuine Alpina badging and stripes, original Silver Grey leather interior, #Bilstein shocks and #Eibach springs.
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- Post is under moderationTHE FIFTH ELEMENT Schmiedmann’s 532hp F10 S5 / #BMW
With its F10 S5, Schmiedmann has unlocked all the potential hidden within the #BMW-550i-F10 and created a bit of a beast… Words: Elizabeth de Latour. Photos: Schmiedmann.
F10 S5 Schmiedmann’s 532hp super saloon
The F10 #BMW-550i is unquestionably a modern muscle car. It’s big, it’s got a 4.4-litre, twin-turbo V8 and it’s fast. Not M5 fast but, with 407hp and 443lb ft of torque on tap, it’s certainly not a slow machine by any standard. There’s a but coming, though, and that’s to do with the N63 engine because, much like its smaller, turbocharged straightsix cousin, it’s an engine with plenty more to give if you’re up to the task of giving it a little bit of attention and Schmiedmann is definitely up to that particular task. The Danish BMW specialist is a multi-talented one-stop shop, able to supply replacement OE parts, offer servicing and repairs and it also carries a huge range of aftermarket parts so it was really spoilt for choice when it came to creating its S5 demo car and the Schmiedmann team really went to town on this build.
With that twin-turbo V8 at their disposal it’s no surprise that the engine has received plenty of attention but what is a surprise is just how much work has actually gone into it. You might be thinking that a remap would suffice, as that would give you some impressive gains, but that wouldn’t have done for Schmiedmann, the guys there are petrolheads after all, and when you’re building a company demo car you really want to show off your skills. That’s why this car has been fitted with Schmiedmann by Turbo.dk Signature Stage 2 turbos, upgraded standard turbos designed to cope with and produce a lot more power. They boast 15T CNC-milled 48/68mm compressor wheels, which are substantially bigger than the standard 42/56mm items, bigger turbine shafts, upgraded wastegate bushes, upgraded bearings and the turbo housings have also been modified. To go along with the uprated turbos, the chargecoolers have been equipped with a 75% larger radiator, and there’s also a set of Schmiedmann by Supersprint downpipes and a Schmiedmann by Supersprint exhaust system made from micro sandblasted stainless steel, with purposeful Schmiedmann-designed black, double-layer tailpipes.
All these mods needed the right performance software to accompany them, but that proved to be a lot more difficult than you might imagine. “The software was actually the biggest challenge of the build,” explains Schmiedmann’s Martin Thorup.
“When we had all the hardware ready the only thing we needed in order to get the power out was the ECU tuning – the car has a water-cooled Continental MSD85.0 ECU – but we found out that no tuner we know could get access to this ECU so they could reprogram it to our hardware changes. We tried to contact tuners all over the world but the answer was always the same: “It’s not possible, the ECU is blocked by a code that nobody can crack yet”. There was one famous German tuning company that claimed that they could do it, so we sent them the ECU but they also had to give up.
We then found out that almost all tuners worldwide got the reading and programming tool from a company in Switzerland. After speaking with a Danish tuner that had a good connection with the company in Switzerland, they sent two staff members over to Denmark to try to crack the code in our F10 S5 but they couldn’t and also had to give up.
“Now it seemed our only option was to change the hardware back to standard, and install a tuning box; that would bring about 65hp more than standard, but we wanted to hit at least 500hp. Then we got an idea: we called our business friends at Tuningbox in Belgium, and asked them if we could buy an “open” standard Tuningbox for an F10 550i that we would be able to program individually for the hardware changes we’d made on the car. They agreed and also sold us a programming tool for the Tuningbox; the S5 was then placed on the dyno and adjusted by the Danish tuner in co-operation with Tuningbox in Belgium by remote.” The herculean effort that Schmiedmann went to in order to get the software working with the mods on the car was worth it, as the end result of all that work is an amazing 532hp accompanied by a mammoth 563lb ft of torque, huge gains over stock and just huge numbers that push the Schmiedmann S5 into M5 performance territory. “But there is no doubt that the engine and the hardware have potential for much more the day when the ECU code gets cracked,” says Martin, “and we can program a lot more engine parameters,” at which point the S5 will become even more of a beast…
Power, as they say, is nothing without control, and while the F10 is a decent handling machine out of the box, it’s not exactly a sports car and throwing an additional 125hp at a chassis that was unprepared would leave things in a bit of a mess, so Schmiedmann has ensured that its S5 stops and handles as well as it goes.
The standard suspension has been replaced with a Bilstein B16 coilover kit, which offers a wide range of height and damping adjustment, resulting in not only much-improved body control but also allowing the Schmiedmann team to deal with the F10’s gappy arches, giving the S5 a serious drop. The brakes, too, have been attended to and the boat has been well and truly pushed out here, with a Schmiedmann six-pot BBK mounted up front with massive Zimmerman 400x36mm floating discs while at the rear a set of Zimmerman sport brake discs have been fitted in the stock size, as they’re still seriously hefty items on the 550i, and the brake calipers have been painted in Phoenix yellow to match the fronts.
When it comes to styling it’s fair to say that the F10 isn’t a bad-looking car but there’s certainly room for improvement if you want to make it stand out, so the warehouse was duly raided in order to give the S5 a far more menacing look and one more befitting of something so powerful. Up front you’ll find an F10 M5 front bumper with the 550’s foglights removed and coded out, and this is matched with a pair of M5 front wings with Schmiedmann S5 vents.
Motorsport II sideskirts have been fitted and further enhanced with the addition of Schmiedmann carbon streamers and there’s also a Motorsport II rear diffuser with cutouts for the beefy quad exhaust tips. You’ll also find a BMW M performance carbon boot spoiler and Schmiedmann has retrofitted the High-gloss Shadowline window trim along with adding black gloss double slat kidney grilles for the finishing touch. The wheels, meanwhile, are 20” Z Performance ZP.06s finished in Phantom Black, with polished spokes set against black painted barrels and lips for a striking effect, and while the 20s are needed to clear the massive front brakes, they’re also the perfect size for the big-bodied Five and really help to fill those cavernous arches.
You might think that, on a modern car such as this, there wouldn’t be much you could or would even want to do to the interior but Schmiedmann has made sure that interior on its S5 stands out from the crowd in just the right way. The most obvious mod is the steering wheel, a suitably exciting-looking Schmiedmann item with heavily-sculpted grips around the rim, beautifully hand-finished in Nappa leather and alcantara. The instrument cluster has been modified and now sports red needles and an S5 logo; there’s a black and grey sport pedal set and even the floor mats have been replaced with plush new ones that are extra thick and boast genuine nubuck leather piping with double red stitching.
Not only is the Schmiedmann S5 a magnificent mobile display of what the company can offer, it is also a serious piece of machinery, one which boasts M5-rivaling power, performance and presence, with looks that dominate the road. Schmiedmann has left no stone unturned in the creation of its S5 and the extremely impressive results speak for themselves.
“The end result is an amazing 532hp accompanied by a mammoth 563lb ft of torque, huge gains over stock”
DATA FILE / #Schmiedmann / #BMW-F10 / #BMW / #Schmiedmann-S5 / #Schmiedmann-S5-F10 / #BMW-Schmiedmann / #BMW-550i-Schmiedmann-F10 / #Z-Performance / #BMW-550i-Schmiedmann-S5-F10 / #BMW-5-Seies / #BMW-5-Series-F10
ENGINE 4.4-litre twin-turbo #V8 #N63B44 / #BMW-N63 / #BMW-N63-Schmiedmann / #BMW-N63 , Schmiedmann by Supersprint downpipes, Schmiedmann by #Turbo.dk #Stage-2-Signature turbos, 75% larger chargecooler radiator, Schmiedmann by Supersprint exhaust system in micro sandblasted stainless steel with #Schmiedmann-designed black double layer quad tailpipes. Eight-speed Sport automatic gearbox / #ZF / #ZF8HP
POWER AND TORQUE 532hp, 563lb ft
CHASSIS 8.5x20” (front) and 10x20” (rear) #Z-Performance-ZP.06 wheels in Phantom Black with 245/35 (front) and 275/30 (rear) Bridgestone Potenza tyres, #Bilstein B16 coilovers, #Schmiedmann-BBK with six-piston Phoenix yellow calipers and #Zimmerman 400x36mm floating discs (front), stock calipers painted Phoenix yellow and Zimmerman sport brake discs (rear)
EXTERIOR M5 front bumper, M5 front arches with Schmiedmann S5 vents, Motorsport II side skirts with Schmiedmann carbon sideskirt streamers, Motorsport II rear diffuser, #BMW-M-Performance carbon bootlid spoiler, High-gloss Shadowline trim retrofit, gloss black doubleslat kidney grilles, Schmiedmann emblems
INTERIOR Schmiedmann sport steering wheel hand-finished in Nappa leather and alcantara, Schmiedmann black and grey sport pedal set, Schmiedmann modifi ed gauge cluster with red needles and Schmiedmann S5 logo, extrathick, nubuck-trimmed Schmiedmann S5 floor mats with double red stitching, M Tech door sills
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- Post is under moderation/ #S14-swapped / #BMW-2002 . In the wastelands of postapocalyptic Sweden, one man and his extraordinary 2002 fight for survival amidst the ruins of civilisation… Words: Elizabeth de Latour. Photos: Patrik Karlsson.
Supercharged S14 2002 rat rod
The future. Mankind has destroyed itself. The earth is barren. Pockets of survivors remain, scattered across the globe. They travel the desolate landscapes of a ruined world they once knew in search of food and shelter, driving machines created from the scavenged remains of cars from the past. In the charred remains of postapocalyptic Sweden the silence is broken only by the howl of the wind and the whine of a supercharger. A flash of orange through the trees. The bark of an exhaust drifting across the ravaged landscape. Then, the smoke parts, and something ungodly and terrifying thunders across the lonely tarmac, a man at the wheel with fi re in his eyes, and then it’s gone as quickly as it appeared and all is silent once more. That man is Thomas Nyman. This is his 2002. This is their story.
You will already know if this is your sort of car. You will have looked at the pictures and made a decision about whether or not you want to read this feature. You don’t need us to tell you that it’s not for everyone, but we will anyway, because it’s really not. For some of you, this might be the greatest crime ever committed against BMWs. Even those of you who normally love this sort of anarchic approach to modifying might be struggling a little. But if you get, really get it, you’re about to enjoy a car that’s really unlike anything else out there.
Browsing his automotive history, it’s clear that Thomas is a man who is obsessed with cars, to put it mildly… “I have owned and worked with several cars in my short life (he’s only 28) and right now I have nearly 100 vehicles on my conscience.” 100 cars. What can you even say to that? Unsurprisingly there have been some wild builds in amongst that lot and a huge variety of machinery, from the 1974 Beetle that served as his first car, to his first #BMW , a 1988 E34 530i, and the car he never finished and still regrets selling. “It was an E12 528i from 1978, light green with a #BBS front spoiler and chrome bumpers, ” Thomas reminisces. “I bought an S38B36 M5 engine that I rebuilt and was going to fi t in the car, and my vision was to build a 100% sleeper with perfect patina. But I was young and impulsive so the car was sold before it was done…” In that case it may have worked against him but, in the case of this 2002, his impulsive nature was definitely on his side.
“I knew about this car for a long time, a friend of the owner had told me about it, and one day in spring of 2010 the owner himself came walking past the garage I rented in the city at the time. I asked him if he wanted to sell the car, and he said yes, so we actually walked over to his garage together to take a look at it then and there. It was in terrible shape at the time; it had been standing outside with smashed windows so the weather had caused some very big rust holes in the body and many parts were missing, like the engine, gearbox, rear axle, the whole interior and the windows. The next day I picked the car up and put it in my garage instead,” grins Thomas. On paper this project sounds like a nightmare and the sort of car that no one in their right mind would have dreamed of touching, which does make us wonder about Thomas’ mental state…
The initial plan, he says, was to make the whole body rusty and give it even more of a rat-look than it’s ended up with, but he realised he couldn’t bring himself to do it. “My conscience became too strong,” he says, “and I felt I could not destroy an historic collector’s car that the 2002 Tii really is today, which is way I kept the original paint.”
So if you don’t like how this car looks now, just bear in mind that it could have looked a whole lot worse… “Our first goal was to get the car finished in one month for an event so we welded and fixed all the rust on the undercarriage in three weeks and fixed what we needed to so it was actually road legal. Then, after that, the whole thing escalated,” he says, and he’s not wrong.
With the decision made to continue down the rat route, Thomas got stuck into the mods and set about getting some stiffer springs, cutting them down by about 50% to get the car down on the ground, and combined them with a set of Bilstein Sport shocks. This was followed by the addition of the four wonderfully retro Marchal driving lights mounted on the front bumper and then came the roof rack, filled with what Thomas describes as “curiosities,” which include an S14 air box and valve cover and an old suitcase, naturally. The four-speed gearbox was swapped out for a five-speed Getrag ’box from an early 5 Series and he also changed the exhaust, both mods carried out specifically for a road trip to southern Sweden and Denmark. Then the time came for the serious business of building that engine…
“I think my vision was to do something no one had done before,” muses Thomas. “You’re probably wondering why I chose the S14 out of an E30 M3, and I’m wondering the same thing! I thought that this engine will fit well in the car and would probably get many types of reactions from people and BMW enthusiasts,” and he’s certainly right about that. “Initially I thought that I would just fit the engine and leave it at that, but then I started thinking about it and decided to add a supercharger on top to ensure that I was doing something new and different,” he grins. The supercharger is a rebuilt GMC 471 positive displacement Roots unit from the 1940s but impressive as it looks, there’s a lot more going on with this engine than meets the eye, and it’s the reason why the build took him one and a half years rather than six months (little more than a Swedish winter, he says) as he’d originally anticipated.
There’s a special head gasket and ARP head bolts for the cylinder head, four Siemens 688cc injectors fed by a Nuke fuel rail while the supercharger itself is cooled and lubricated by a water/ethanol system using a Bosch 988cc injector. The blower itself sits on a custom 4mm steel intake manifold and there’s a custom exhaust manifold connected up to a custom 3” stainless steel exhaust with three silencers, though Thomas says that they really don’t do much silencing. Peer into the 2002’s engine bay and you will notice a small problem: there’s no room for a radiator, which is kind of important if you want to have a fully functioning engine.
The solution? Stick all the cooling gubbins in the boot, which is exactly what Thomas has done, building a custom cooling system consisting of an electric water pump, cooling fan and a massive aluminium rad, which sits in a custom housing that seals tightly up against, and is fed cooling air by, the louvred boot lid. The boot is also where you’ll find the aluminium fuel cell with an Aeromotive A1000 fuel pump located inside, and assorted fuel supply components. As you can see, it’s a comprehensive engine build, but it almost put Thomas off the car altogether. “After one and a half years of building the engine, I was so tired of this car and the project,” he sighs. “If I had been younger at the time, the car probably would have ended up being sold, just like my E12 project. But then I fired it up and rolled out of the garage for the first time and I was totally in love again! I cannot describe the feelings I had on the first test-drive…” he says with a massive grin.
Along with the aforementioned five-speed gearbox swap, Thomas has strengthened the drivetrain to be able to deal with all the power and torque being put through it by the S14 and supercharger combo, fitting an uprated clutch and homemade cardan shaft. The rear axle is a custom affair, constructed from a concoction of various different BMW components. “The original axle didn’t last long so I decided to build a bullet-proof one,” explains Thomas. “I took the 3.07 diff and joints from an E34 535i and ordered custom shafts made from spring steel and the hubs are also made from special steel. I made the wishbones thicker by adding 2mm of steel to every area and on top of this I also deleted the bushes between the body and the axle.” The brakes, meanwhile, are from a 2002 Turbo, with larger, vented discs up front and bigger 250mm drums at the rear.
As far as styling is concerned, Thomas has definitely stayed true to his original rat rod vision and while he may not have taken things quite as far as he originally planned, aside from the welding and repairs required to get the 2002 road worthy in the first place, the exterior has received no special attention. This makes the fact that the original Inca orange paint, where rust or repairs haven’t obscured it at least, remains as bright and vibrant as ever all the more impressive. If you’ve made it this far without choking on whatever you might be currently eating or drinking then Thomas’ wheels might just push you over the edge…
“I decided to go for BBS RS splits,” he says, gleefully, “because these are very expensive wheels today for those of us who collect and drive ’70s cars. The ones I have are in very bad shape, with loads of scuffs and scrapes all over them, so they’re a perfect match for the car!” As for the interior, it’s also a perfect match for the exterior and, just like the rest of the car, looks like it’s just about survived the apocalypse; the 2002 Turbo seats that he’s fitted are torn, a bank of auxiliary gauges juts up against the centre console, while the massive gear lever was chosen as it resembles an old tool.
So, there you have it. We’re not really sure what to say. We could definitely do with a sit down and a cup of tea after that. One thing we’d like to think is that, despite how Thomas’ 2002 might make you feel, you can at least summon some modicum of admiration or respect for what he’s created because he really has put so much into this car, and proved a lot of people wrong along the way. “The engine is my favourite part of the whole build because no one believed in my project and told me that this engine would never run, but they were wrong!” he exclaims with a smile. “I’m also really pleased that I managed to fit my homemade rear axle without cutting the body. The ‘experts’ told me there was no chance in hell it would work because they had ‘tested’ it without success, but I proved that it could be done.”
If you think that, after pouring so much time and effort into this 2002 over so many years, he’s done with it, you’re really rather wrong as there’s a lot more to come. “I bought the car in 2010 and I’m still not finished; it’s 2017 now, right?” he laughs. “My next plan is to build an air-ride system for it and I also need to build a new exhaust system as well as a new intake with a front-mount intercooler to get the intake temperatures down, then new wiring inside the car, maybe a new ECU. I’m also thinking about a mounting a turbo under the rear bumper…” But Thomas doesn’t finish his sentence. The light is fading and, if there’s one thing we all know, it’s that you don’t want to be caught outside at night after an apocalypse because that’s when the “things” come out of hiding… Thomas fires up the 2002 and, just like that, he’s gone, tail lights fading into the twilight, supercharger howling, S14 roaring, headed for the security of his bunker, safe in the knowledge that he lives to mod another day.
DATA FILE DATA FILE #Supercharged-S14 / #BMW-2002-Rat-Rod / #BMW-2002 / #BMW-2002-S14 / #BMW / rebuilt 1940s #GMC 471 Roots supercharger / #BMW-2002-E10 / #BMW-E10
ENGINE AND TRANSMISSION 2.3-litre four-cylinder #S14B23 / #S14 / #BMW-S14 from 1988 E30 M3, rebuilt 1940s / #GMC / #GMC-471 / #Roots-supercharger, custom 4mm steel intake manifold, special head gasket, #ARP cylinder head bolts, #Aeromotive #A1000 fuel pump, aluminium fuel cell, #Nuke fuel rail, 4x #Siemens 688cc injectors, water/ethanol cooling system for supercharger with #Bosch 988cc injector for cooling and lubrication, #Nira-ECU, custom 3.6mm steel exhaust manifold, custom 3” stainless steel exhaust with three silencers, custom cooling system in boot with electric water pump, cooling fan and aluminium radiator. Five-speed #Getrag gearbox, uprated clutch, custom cardan shaft, custom rear axle with E3 2500 and E28 535i components, E34 535i 3.07 diff and joints, custom driveshafts
CHASSIS 15” (front and rear) / #BBS / #BBS-RS three-piece wheels with 195/50 (front and rear) tyres, stiffer springs cut by 50%, #Bilstein dampers, BMW Turbo brakes with vented discs (front) and 250mm drums (rear), thicker rear wishbones, bushes between body and axle removed
EXTERIOR Original Inca orange paint, Marchal driving lights, roof rack, green louvred boot lid, extra rear light
INTERIOR 2002 Turbo seats, auxiliary gauge pod, old toolstyle gear lever, custom short-shift
THANKS To everyone that did not believe in this project, it only made me more determined to complete it and get the car running again, and also thanks to everyone who helped me with the car over the years
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- Post is under moderationUltimate Daily. We test VAGtech's RS3. With an explosive, tuned five-pot and everyday practicality, this Sepang blue RS3 is a true all-rounder… Words & Photography Davy Lewis. RS3 VAGtech’s potent daily driver.
One thing I’ve found from working in the UK car scene is that you tend to bump into the same faces over the years. It’s quite a small world really, so it’s to be expected, but I still love it when I meet an old contact from years back.
I first met VAGtech’s, Jon Watts, back in 2005, when I worked on Redline magazine. He’d built a turbocharged Golf R32, which he let me drive for a road-test feature. It made around 400bhp and coming from a 150bhp Golf GTI, it blew me away. Unsurprisingly Jon became known as the go-to man for R32s, but when the first generation of RS3 was launched, he got into Audi’s premium Sportback – in a big way.
With his own demo car making big power, and being used to constantly test and develop performance parts, it was a regular at events and track days. This extremely well-prepared RS3 was eventually sold to a customer, leaving Jon with a quandary: what to replace it with?
Well, that was an easy one – a brand new RS3 8V.
The Sepang blue Audi is Jon’s daily, but also a test bed for performance parts. Over a coffee, I asked him his thoughts on the tuning scene today.
“I think it’s come a long way. The thing is, cars are so good from the factory, that you don’t need to go too far – a few well chosen upgrades and you can create something that’s plenty fast enough for the roads,” he says.
The RS3 is a prime example of this. The potent 2.5 TFSI unit not only sounds fantastic, with that characteristic offnote warble, but it also makes strong power. Matched with the superb s-tronic transmission and quattro drive, it’s one of the best, all-round, practical, performance cars you’ll find. No wonder they’ve sold so well since launch in 2015.
Jon’s own car has been treated to the kind of upgrades that his customers ask for, so it represents a real-world example of what can be achieved. I’ve been fortunate to drive several RS3s now and I have to say, they’re great fun. Jon’s car is no exception.
Let’s kick off with the looks. There seem to be a lot of Nardo grey, white and black RS3s on the road, which is fine, as they’re all great colours. But I have to say it’s refreshing to see something else, and Sepang blue is a cracking hue. When the sun catches it, this thing really pings.
The subtly aggressive styling of the #Sportback means it doesn’t scream ‘look at me’ like say a Mercedes A45 AMG, but it packs enough firepower to show the majority of cars a clean pair of heels. I spent some time trying to figure out why this particular RS3 looks so pleasing to the eye and then figured it out – it’s the wheels. The genuine #BBS CH-Rs look absolutely, bang on the money, tucked up in the arches courtesy of Bilstein B16 coilovers. It sits just right – not too high, not too low and the offset is spot on, too.
Performance wise, even in stock fettle, the 2.5 TFSI unit brings plenty of grunt to the party. But with so much potential held in reserve, they can easily be persuaded to give more. As a #Revo dealer, Jon is beta testing Revo’s latest Stage 2 software. It’s still at the development stage, so no official figures are available, but it’s likely to be around the 420bhp mark.
The RS3 already had the required hardware fitted – namely a larger front mount intercooler and full turbo back exhaust system – these were supplied by Forge Motorsport and Milltek Sport, respectively. With the restrictive primary cats removed and replaced with a much freer flowing Milltek Sport downpipe with sports cat, the RS3’s potential can be unleashed. Getting at it is another matter.
To access the cats, you must first drop the sub frame. I actually watched the #VAGtech technicians do this before photographing the car. Fortunately, being a new car, everything came off easily and it was a pretty straightforward procedure. Again, Jon wanted to trial it on his own car before a customer asked for it, so he knew exactly what would be involved. You can see a full fitting guide next issue.
The hardware and software upgrades have given the RS3 a harder edge. It now pulls more strongly, right across the rev range and delivers an explosive punch when you really mash the throttle. But this isn’t at the expense of drivability or comfort. The #Revo Stage 2 development setup allows you to exploit the potential of that 5-cylinder, but it retains its manners. Around town it’s docile and just like a stock car. It’s only when you ask it for more that its character changes. Be in no doubt, this RS3 is very quick. Launch control is ridiculous and guaranteed to make passengers feel a bit funny. So full fat hooligan mode is just the flick of your ankle away. Yet, this car is so refined and well put together that you can pootle about in it all day with no fuss or dramas.
The only issue, as far as Jon is concerned, is that his daily commute isn’t quite long enough – a sure sign that you’re driving something a bit special.
TECHNICAL DATA FILE / SPECIFICATION #Audi-RS3-8V #2016 / #Audi-RS3 / #Audi-A3-8V / #Audi-A3 / #Audi / #Audi-RS3-Typ-8V / #Audi-A3-Typ-8V / #Audi-RS3-Typ-8V / #Audi-RS3-VAGtech / #Audi-RS3-VAGtech-8V / #Bilstein / #Audi-RS3-Revo / #Audi-RS3-Revo-8V
Engine 2.5 TFSI 5-cylinder, #Forge front mount intercooler, #Milltek non-res exhaust system from turbo back, #Revo-Stage-2 developement software
Power Around 420bhp (currently running beta testing software)
Transmission 7-speed s-tronic
Brakes RS3 Stock
Suspension #Bilstein-B16 coilovers
Wheels 20in #BBS-CH-R wheels with 245/30 Yokohama tyres
Interior Stock RS3
Exterior Stock RS3 in Sepang blue
Contacts and thanks #VAGtech www.vagtech.co.uk
Top: Performance is very brisk! Above: Sports seats. Left: Half-Alcantara wheel is very nice. Right: Milltek cerakote tips. Below: 5-pot is one of the best engines around.
“It delivers an explosive punch...”
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- Post is under moderationESTATE OF MIND
/ #Audi-S6-JNL-Racing has created this highly-tuned 650+bhp monster of an avant – surely the finest Ur-S6 in the world… Words Davy Lewis /// Photography Matt Dear
JNL Racing's fierce 5-pot unleashed.
UR-S6 JNL Racing’s 520bhp avant
I first met JP, the main man at #JNL-Racing , at Santa Pod back in 2009. I was working on the now defunct Redline magazine and we’d got together a selection of the UK’s fastest tuned cars to go head-to-head in our Fight Club event. The premise was simple; entrants had to take part in two disciplines – a quarter mile and then a handling course – with the best overall time winning the day. Several Audis took part including Dialynx’s black SWB quattro and TTS Roadsport’s TT RS, but the one that stood out was a humble estate.
This stock-looking #1996 #Audi S6 #Avant C4 / #Audi-A6-Typ-4A seemed a bit out of place among the track prepped competition – which made it all the more impressive when JP proceeded to kick the arse out of it, laying down some impressive times in the process. All of which he did with a smile on face. Here was a man who clearly didn’t take it too seriously. However, when it comes to tuning, he is deadly serious.
Specialising in bespoke, hand-crafted cylinder head work and engine builds, JP has carved out an enviable reputation. Although VAGs feature heavily, he works on anything and has customers all over the world; working with anything from old school E-Types to the latest Japanese, European and US brands.
I bumped into JP just before we launched AudiTuner and said I’d love to feature the S6 when it was ready. It had come on a bit since the first shootout, that’s for sure. JP said he’d love a feature – especially if it made the magazine on sale in December as that’s his 40th birthday. So, here you go, JP – many happy returns!
With so many Ur-S6s pulled apart to scavenge their engines it’s not easy to find a stock car, let alone a 650+bhp weapon that’ll worry most supercars. “There are only 55 cars left on the road in the UK, and 85-90 left in total,” says JP. So what made him choose such an unorthodox Audi as a project?
“I had an Audi 200 running a tuned 10v engine, but it caught fire and I needed something else,” he recalls. “A mate had an S6 and I fancied an estate, so began looking for one. I found this one for sale for £2.5k and jumped on it quick.” From here the engine work came thick and fast as JP focused on creating a fast daily driver. “Being a daily, all the work had to be done over the weekends so that I had the car ready for the Monday school run,” he laughs.
The 20v engine was tuned with a ported head, uprated rods, a 63 hotside 3076 turbo on Wagner manifold, and SFS hoses as boost pipes. It made over 500bhp and offered plenty of fun. But, the constant flow of work on other fast Audis got him thinking.
“I built one of the UK’s most powerful B5 RS4s; I think it still holds the record on MRC Tuning’s dyno with around 780bhp and 1000Nm,” he smiles. “I did a 3.0 litre stroker kit and that car made me stop and say, ‘Why am I building all these fast cars for others and not doing my own?’” The RS4 had certainly made an impression. “You know that feeling as a passenger in a really quick car when the driver accelerates and you feel a bit sick and light headed – it catches you off guard. Well, I had that as the driver in the RS4! I decided that’s what I wanted to achieve in my S6.”
The engine itself is based around a 2.5 diesel block, which effectively created a stoker kit (the original was a 2.2 of course). Clearly a diesel block is designed to run in a diesel configuration, so JP welded up any holes and channels that were not required and added holes for the stuff he did need. Custom Pauter rods and JE pistons from a petrol engine were then added. The whole build needed to be bullet proof, so Mahle motorsport bearings were added plus a main girdle to prevent bowing at high RPMs.
Key to this estate’s sleeper nature is the fact that, to most people, it looks pretty innocent. Aside from the 9x18in Rotiforms, which necessitated the custom wide arches being fabricated by Ish and the crew at Quattro Coachworks, this looks to all intents and purposes like any other mid-90s Audi estate. This is just how JP likes it. “When I drive it through a village, people turn to see where the noise is coming from but don’t even look twice at the car – they’re looking for something that looks like this sounds!” With a 3.5in exhaust and 2.25in screamer pipe, it certainly makes all the right noises, just in a discreet package. But, as we all know, appearances can be deceptive.
Drop the hammer in this sedate looking Audi and it’ll attempt to head-butt the horizon at a startling rate. Having experienced the all out mayhem of 650bhp, JP has temporarily turned it down a few notches to an estimated 520bhp. And the rest of the car has been suitably uprated to ensure it’s provides a stable and safe ride. “It got to 650bhp with a slipping clutch, but there was nowhere you could properly open it up without getting into trouble,” he smiles.
I ask JP what it feels like when you really drive it hard at 650bhp. he pauses for thought, then says, “To be fair, I think my youngest son summed it up best when he was about ten,” he continues, “I launched it hard and he said it felt like his willy had gone into his back!” An unconventional response perhaps, but then that’s JP all over.
You get the feeling that he tells it like it is, with no bullshit. If something proves to work well, then he’s the first to praise it. But equally, if something doesn’t do what it says it will, he’ll be brutally honest. This sort of candour is refreshing in a scene that can attract people who like to make unsubstantiated claims, especially when it comes to power figures. But, JP has earned the tight to question things. He tests everything he does – often to destruction – to ensure that any upgrades not only deliver the goods, but also stay in one piece. As he says, “You need to blow things up to find the limits.
How else are you going to know how to improve on the original design?”
While there’s no doubt that JP was put on this planet to make cars go fast, he has a very specific focus. Everything must be about making the car perform more efficiently, which in turn makes it faster and more reliable. So although huge turbos combined with a remap and supporting upgrades can achieve eye watering power figures, it’s often at the expense of drivability.
“My S6 has a usable powerband from 3,250 to 8,200rpm – I see some of the German tuners with 1200bhp with cars that have nothing until 5,000rpm – that’s no use anywhere except on a drag strip,” he comments. Part of the reason behind the chosen upgrades (you can see the full list of goodies on the last page) was to show what could be achieved, without simply buying everything that’s available. “I saw so many owners on forums going on about how much they’d spent on this and that, and I thought, hang on, you don’t really need half of that.” So JP set about proving it with his S6 build. In the process it became the demo car for the business.
It’s currently running a baseline map that JP did himself, which he says was pretty straightforward using the 2D mapping of the Maxx ECU set up, “It’s easier for a non-IT guy like me!” The plan is to start upping the power again now that the rest of the car is ready to take it. ECU legend, Jonus Racing, is due to fly over to the UK to work on a bunch of cars, so JP’s S6 will be in very good hands. “This is the final throw of the dice – I won’t be re-doing this car again, so it has to be right,” he says.
As a cylinder head and engine building specialist, JP’s philosophy is to make engines as efficient as possible. Rather than simply bolting on a bigger and bigger turbos, he looks at ways to make more power off-boost with a less spiky delivery, while holding peak power for as long as possible to the redline. For those who are used to the kick of a big turbo coming in at 4,000+rpm, JP’s set ups can feel like the car is actually slower, but one look at the speedo will show it’s moving faster than the rev counter. By maximising the efficiency of the engine, including the head flow, there’s less pressure on the turbo, which in turn will be more responsive, with a wider power band – all the key ingredients of a usable, fast car. As JP says, “The proof is always in the performance – it either goes fast or it doesn’t.”
With lots of usable power, the brakes and chassis had to be more than up to the job of keeping this big estate on the road. A set of custom front coilovers were created by JP using shortened Bilstein B8 inserts. Gaz adjustable dampers bring up the rear, together with custom pig-nose springs and an Apikol uprated ARB. 2Bennet adjustable top mounts allow the perfect caster/camber to dialled in for that crisp turn in – not something usually associated with nose heavy 90s Audis. With a full complement of uprated bushes and solid sub frame mounts, this near 20-year old S6 now handles with aplomb. The Wavetrack diffs front and rear certainly help deliver the fun factor – whether launching hard or hitting twisty roads – especially with the re-timed factory Torsen unit that JP built up now giving a more rear-biased delivery over stock.
With plans to drive this thing hard on track, JP has wisely upgraded the brakes. The B7 RS4 calipers have been fully rebuilt together with high-temp seals and meaty 360mm discs. With Yellowstuff pads all round and DOT 5.1 fluid, this set up provides ample stopping power.
Inside, this mid-90s estate has been treated to a selection of upgrades befitting something with serious performance. The front seats are the first items that jump out at you. The carbon fixed back buckets look like they came out of a Porsche Carrera GT – but surely not – those things are about £500k now!? “They’re actually copies,” admits JP, “but they’re very good ones. They came out of a Porsche – I got them shipped over from LA Porsche dismantlers in the US.” The leather wrapped seats were in decent nick, although JP has changed the colour of the seatbelt guides, before having them recovered in leather and black Alcantara. They really look the part, right at home in the S6’s cabin complete with OEM carbon fibre trim. The rears were trimmed to match. One thing you wouldn’t see in a 90s estate is a 10.5in tablet fixed to the dash. This wifi-enabled device allows JP to keep an eye on the vital stats via the Maxx ECU.
Having followed the progress of this car for the last six years or so, it’s great to see it almost finished. Once the final mapping session has been completed by Jonus Racing, JP is hoping for up to 680bhp on V-Power and 700+bhp on E85. This S6 is beautifully engineered, extremely rapid, highly usable and, like JP himself, a little unconventional. We love it!
Top: One of the finest sleepers you’ll find.
SEE IT IN ACTION There are several videos of this savage #Audi-Ur-S6 being driven hard, plus some dyno footage. Head to JNL Racing’s YouTube channel to check them out – www.youtube.com/jnlracinguk
“My S6 has a usable powerband from 3,250 to 8,200rpm...”
Far right: Engine bay is a work of art Below right JNL custom inlet Bottom left Heat management has been taken seriously.
There are very few UrS6s left now, so here are three other S6 variants to consider...
Audi C5 S6 1999-2003
This 4.2 V8-powered S6 arrived in 1999 and went down a storm. The beefy V8 gave 335bhp and made all the right noises. The only downside was that tuning the NA lump was tricky and it liked a drink. Fewer and fewer of these around now and many have fallen into the hands of those that can’t afford to run them, so if you’re after one, be very choosy. Avants are more sought after than saloons.
Audi C6 S6 2006-2011
Launched in 2006 the C6 was packing a NA version of the 5.0 V10 from the RS6. This ten-cylinder monster gave it the sound of a supercar, all wrapped up in a very discreet saloon or estate. Loaded with goodies and that fabulous 429bhp engine, we’ll never see the likes of these large capacity cars again. Not cheap to run and expensive to fix, they are still very desirable. Available in avant and saloon, if you’re after one, make sure it’s been well loved and comes packed with options.
Audi C7 S6 2011-present (2017)
After increasing its capacity with every new model, the latest S6 goes back to its turbo charged roots and back down to a V8. Great news for tuners as the 4.0 V8 twin turbo can easily be cranked up to RS6 levels of grunt. A remap, full exhaust system including downpipes and uprated air filters will see you on the way to 550+bhp with more available depending on how deep your pockets are. Better still, unlike the RS6, you can get the S6 as a saloon, so you could create one of the fastest four-doors around – a true sleeper.
TECHNICAL DATA SPECIFICATION #1996 / #Audi-Ur-S6-Avant / #Audi-Ur-S6-Avant-C4 / #Audi-S6-Avant-C4 / #Audi-S6-Avant / #Audi-S6-C4 / #Audi-A6-Avant-C4 / #Audi-A6-C4 / #Audi-A6 / #Audi-S6 / #Audi /
Engine Re-engineered 2.5 diesel block and crank, #Pauter rods with ARP 625 plus, custom JE coated pistons, mains girdle, #ARP mains and headstuds, #Mahle-Motorsport bearings, baffled sump, #Gates-Racing timing belt, custom timing belt tensioner, secret spec cylinder head, #Jonus-Racing camshafts, lightweight flywheel, twin plate tilton for 800ft/ lb, steel crank timing belt pulley, #Vernier cam pulley, custom carbon timing cover to clear vernier, tubular #Vband manifold, 60mm #Tial wastegate, #HTA3586 m-spec with tial v-band hotside, 3.5in downpipe and straight through to twin 3in tail, 2.25in screamer with custom made side-exit, custom 4in intake filter housing w/integrated recirc pipe, custom 2 piece intake heatshield with bumper and bonnet cold air feeds, red TFSI coilpack conversion with custom coil cover, custom twin plenum intake manifold, overbored throttle body w/ Linden power coupler, billet fuel rail, 1000cc #ASNU-injectors / #ASNU injectors, Aeromotive fuel pressure regulator, twin #Bosch-044 / #Bosch in tank fuel pumps, custom one of header tank, custom designed breather system, electric fan conversion, lambda heatsink, Thermal velocity magma exhaust wrap, #PTP turbo blanket, 300x600x76 bar and plate cooler 2.25in in and 3in out, grille mount remote oil cooler, 50mm tial recirc valve, #Maxx-ECU running 720 sequential injection with 60-2trigger, multi-boost/fuel application, variable fuel pump speed via CAN-bus 10.5in tablet monitoring 5 x egt, exhaust back pressure, boost pressure, oil pressure and temp, coolant temp, air temp, lambda and various other parameters via Bluetooth
Transmission Custom geared 01E 6-speed, updated 1-2 slip collar, carbon 1-6 synchros, #Wavetrac front diff, retimed factory torsen diff for improved rear bias, custom 3.5in carbon propshaft, Wavetrac rear diff
Brakes B7 RS4 8-pot front calipers rebuilt with high temp seals, 360x32mm front discs, refurbed single pot calipers with custom mount 335x32mm rear discs, Yellowstuff pads
Suspension Homemade front coilovers w/custom length #Bilstein B8 inserts, #Gaz rebound adjustable rear shocks with custom pig nose springs, #2Bennett fully adjustable camber/caster front top mounts, solid front and rear subframe mounts, new oem bushes all round, polyurethane front snubmount and rear diff hanger and mount, 034 track density gearbox mounts, custom delrin/urethane engine mounts, #Apikol uprated rear ARB, custom front A#RB mounts for improved caster
Wheels and Tyres #Rotiform-Nue / #Rotiform 9.5x18in with one-off centre caps, Federal RSR 255/35x18
Exterior Widened arches front and rear, widened bumpers front and rear, debadged trim, colour coded trim, rear wiper delete, custom bonnet air duct, painted custom metallic grey/silver, front and rear cameras linked via wifi to tablet
Interior Porsche Carrera GT style carbon bucket seats retrimmed with logo and Alcantara centres, retrimmed rear Alcantara seat centres and door cards, 20v Ur-quattro custom flat bottom steering wheel with Alcantara centre, custom steering column cover, modified front speaker pods with 4in focal speakers, 17cm Alpine rear speakers, Bluetooth enabled Pioneer headunit, 10.5in tablet
Contacts/thanks JNL Racing www.facebook. com/jnlracing, www.youtube. com/jnlracinguk,
www.instagram.com/jnlracinguk, email@example.com. Thanks to Ish and crew at #Quattro Coachworks for not only doing the most amazing work but also helping to realise my vision, and of course all the friends and family that have assisted and put up with my shit for the existence of the two-ton Bugswatter, with special mention to Karl and Sean
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- Post is under moderationKING OF THE MOUNTAINS Turbo, wide-arch E30 Cab
Logically, this E30 should have been scrapped long ago. But when you’re building a big-power toy for motorsport thrills and early-morning mountain runs, logic doesn’t always factor very highly… Words: Daniel Bevis. Photos: Scott Sturdy.
The Blue Ridge Parkway, running through North Carolina and into Virginia represents one of America’s great fusions of nature and technology. Scenic roads were something that American developers did uncannily well in the early half of the 20th century, and this particular one – a ribbon of Tarmac winding through gorgeous vistas of the Appalachian Mountains – is where Matthew Koppi’s love for BMWs was born. He’s the man behind this Olive green E30, and his passion for the marque stretches back decades. “I first fell in love with the BMW brand in my childhood,” he reminisces. “I live in the scenic mountains of Western North Carolina, and I used to see BMWs all over the twisty Blue Ridge Parkway in the ’80s. As a carobsessed kid the BMW was something that seemed like perfection; so graceful and nimble with timeless design.
“I bought my first #BMW in 1999,” he continues, “while stationed in Vicenza, Italy. It was a 1983 323i with Alpina cams and other goodies that I didn’t fully appreciate at the time. I bought it because of my childhood infatuation – plus the price was right for a young army private! It was the first car I owned with fully independent suspension and four-wheel disc brakes, and also the first that I could drive over 100mph for extended periods of time without worrying about it exploding. I’ve been a devotee ever since!”
All of this rather explains Matthew’s latest career move, setting up North Fork Autoworks in Barnardsville, North Carolina. Having turned wrenches for much of his adult career, this seemed like a logical move, although he’s keen to point out that throughout this E30’s build he was a full-time student, working on a bachelor’s degree in Environmental Science.
“All of the work on the car, from fabrication to paint, both in the engine bay and outside, was done by me,” he proudly explains. “The only thing I didn’t do completely on my own was the machine work, but I was there for every step of the process and even ran some of the machines!
Basically, I was either directly responsible for every aspect of the car or I was intimately involved.” And with that forthright mission statement dealt with, we should probably rewind and take a peek at where this all started…
Back in 2010, having returned to school and requiring a sensible-ish runabout Matthew was driving an old Suzuki Sidekick (that’s a Vitara to you and me) and questioning his choices somewhat. It was boring. And life’s too short for boring cars. So the idea of a fixer-upper E30 began to percolate, and you know what happens when the spark of inspiration’s arrived. It’s pretty much a done deal.
This cabriolet appeared as a shabby little ragamuffin on Craigslist, but crucially the price was low. “The ad stated that the car ran when parked, but now wouldn’t start,” Matthew recalls. “It also disclosed that the interior and top were trashed. I arrived to find a car parked in tall grass behind a tiny house way back in the mountains, in the middle of nowhere! The previous owners were very nice and were at their wits’ end with the car. And they were painfully honest about it all. Truly the thing should have been parted out or crushed, but I was in love.
It had bad rear wheel bearings, one front hub bearing was shot, bald tyres, ruined leather interior that had hardened and cracked beyond repair or comfort, the paint on every panel was faded and peeling, the battery tray was rusted through, it had an automatic transmission, wrong front wings, cracked aluminium bumpers, and the top was so far gone that there was water pooled in the floor despite the car being under two tarps. True to the ad, the engine would turn over but wouldn’t start, so the condition of the drivetrain was unknown.” Quite a catch, right? So as you can imagine, Matthew snapped it up and lovingly caressed it homeward, all the time reminiscing about those swooping mountain heroes on the Blue Ridge Parkway.
“First and foremost, I wanted to get it running and replace the top,” he explains. “It needed to be good enough to comfortably drive my young daughters around in as I continued to fix it up, and I originally planned to follow my old formula of decent wheels and lowered suspension… but that was before my first autocross event!” That’s right. The goalposts just shifted. First, though, is the matter of a knackered E30 which needs pretty much everything fixed…
Job one was to get the old M20 ticking over sweetly and mated to a manual gearbox, something that Matthew did right away before fiddling with chips and fuelling and so on, and this setup lasted a couple of seasons of autocross. But power corrupts, and he was craving more, so he started pooling resources for an M5x swap… until the idea of a boosted M30 caught his eye, and from then on there was only one way forward.
Now, M30s (that is, straight-six motors as found in the likes of the E28 5 Series, E24 6 Series and so on) have been swapped into E30s many times before, so there was a wealth of information available. What Matthew had to do was figure how to tailor the swap to his own unique requirements. After much consideration and research, he opted for an M30B34 block – for strength – with an M30B35 head and #Getrag 260/6 transmission. That was the base spec. Then the fun could begin.
The block was bored out to take 94mm Wiseco pistons, increasing displacement to 3.6-litres, while the crankshaft was balanced and the head received all sorts of handcrafted custom work. A Rapid Spool Industries exhaust manifold allowed the fitment of that all-important turbo (originally a Holset HX40, now upgraded to a Borg Warner EFR 7670), and naturally the fuelling and management were beefed up to suit. A trick exhaust system soon followed, as did a Volvo intercooler, some more appropriate cams, and upgrades to the valvetrain. Piece by piece, Matthew’s masterpiece was falling into place. On a conservative tune and at just 13.8psi, the M30 was making 450hp – which certainly helped with those corruptive power cravings.
So, the engine box was firmly ticked. Still a lot of other things to sort though, weren’t there? “I tried several different combinations of springs and dampers,” says Matthew.
“Ultimately I used autocross and mountain roads to dial in my suspension; my current configuration consists of Bilstein Sport struts and shocks, H&R J-spec front springs, GE adjustable rear perches and springs, reinforced rear shock mounts, Vorshlag front camber plates, drop hats, and Treehouse Racing control arm bushings. I swapped in an E36 steering rack and, of course, replaced both front hub assemblies. For the rear subframe I installed the AKG 75D 12mm offset frame, diff mount bushings and trailing arm bushings.”
Okay, so the thing works well now. But it needs to look good. What next? Aha, the body! “When I began fixing the bodywork issues, I ended up with five different colours on the car,” he laughs. “I couldn’t afford a traditional paint job due to being a student, and I still had a huge list of maintenance and repairs to tackle, so the idea of painting it myself in flat military green was very appealing. It had an aggressive feel to it, and allowed me to easily change and add body panels as needed. It also made all the trim work that much easier, because subdued black and flat green are perfectly paired!
“The entire attitude of the car followed the suspension setup and colour choice, although modifications such as the Kamotors arch flares were a product of necessity – especially with 8”-wide wheels and 245-section tyres on the rear – that just happened to enhance the overall demeanour of the car.” That Foha three-piece spoiler was certainly a lucky find too, it complements the hammered-together-by- The-A-Team vibe perfectly.
Of course, it’s no good having a car that goes like a train, handles like a sticky panther, and looks like a militaristic warlord if you don’t actually have anywhere to sit.
That rain-saturated tan leather trim had to go. “The interior of the car was in a horrible state of decay and disrepair,” Matthew grimaces. “When I replaced the battery tray, I took the opportunity to swap the dash with a crack-free one; I then followed that with converting the interior to black since I wasn’t a fan of the tan anyway! Through the forums I made contact with Kevin Chinn of Creative Options to discuss an upholstery kit, and after several conversations I decided on microsuede centres on the seats with vinyl bolsters for ease of maintenance. The seams were done with factory-style French stitching in light Olive green.
Before the seats went back in I dyed the carpet black, and so the weekend ended with me having stained and sore fingers but amazing upholstery!” When we ask Matthew what his favourite result of all this homegrown dabbling is, he’s quick to answer: it’s the engine bay. The functional, severe exterior just doesn’t prepare people for the sorted, shaved, shiny bay that hides under the bonnet, and it certainly raises eyebrows at shows. And raising eyebrows is what this car was built to do.
All sorted, then? Job done? Oh, no – Matthew’s far from finished here. “My list of mods isn’t based on winning the lottery, it’s based on money over time,” he says. “I’ve slowly but surely built it to be what you see now, and as time goes on it will only improve. Stay tuned!” We certainly will. But in the meantime, Matthew, you’d better head off along that Parkway. There are childhood dreams there waiting to be fulfilled…
Ultimately I used autocross and mountain roads to dial in my suspension.
TECHNICAL DATA FILE Turbo #BMW-E30 Cab / #BMW-M30 / #M30 / #Borg-Warner-EFR / #Borg-Warner / #M30-Turbo / #Megasquirt-MS2 / #Megasquirt / #BMW-E30-Cabriolet / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Cabrio / #BMW-E30-Turbo / #BMW-E30-M30 / #H&R
ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B34 bored out to 3573cc, #Borg-Warner-EFR-7670 turbo, #Tial 44mm wastegate, 94mm #Wiseco 8.7:1 forged pistons, #ARP head studs, Cometic MLS head gasket, M30B34 high-speed balanced and tuned crankshaft, 9.5 aluminium #Aasco flywheel, M30B35 ported and smoothed head, Cat Cams dual-profile turbo camshaft, IE heavy duty rockers, rocker locks, high performance springs, Rapid Spool Industries exhaust manifold, #Siemens-Deka 60lb/h injectors, Megasquirt MS2 engine management, custom fabricated oil distribution block for turbo feed and gauges, #Qbang engine mounts, Volvo 960 intercooler, Innovate LC-1 wideband controller, heat-wrapped 3.5” downpipe and wastegate piping, 3” straight-through exhaust with Magnaflow resonator and vband couplers, #Getrag-260/6 five-speed manual gearbox, Spec Racing stage 3+ clutch, Z3 short-shift
POWER 450whp @ 5200rpm, 524lb ft of torque @ 4550rpm
CHASSIS 8x16” ET20 (front and rear) XXR 521 wheels with 225/50 (front) and 245/45 (rear) #BF-Goodrich G-Force Sport tyres, #H&R-J-Spec front springs with #Bilstein Sport shocks, 650lb rear GE springs and adjusters, #Vorshlag camber plates, E36 steering rack, Treehouse Racing control arm bushings - powdercoated silver, stainless steel brake lines, ATE Orbital grooved front discs with Pagid pads, #Bremmerman cross-drilled rear discs, wheel stud conversion, #AKG 75D 12mm offset rear subframe and diff bushings, #AKG 75D trailing arm bushings
EXTERIOR Kamotors arch flares, E30 front lip, DIY smoked Hella Ellipsoid lights, all-red taillights, plastic bumper swap, third brake light delete, three-piece Foha spoiler, DIY double brake light upgrade, Shadowline trim, satin finish Olive Drab green paint, Euro grilles, Euro plate filler, late model rear lower valance
INTERIOR M-Tech 1 steering wheel, #VDO oil pressure, oil temperature and Innovate AFR gauges in DIY centre console, E36 rear view mirror, E34 leather handbrake handle, Justrack Econometer boost/vac gauge, Jaywood digital voltmeter, E36 window switches, brushed aluminium cluster rings and Alpina stripe, Creative Options interior upholstery kit, clutch stop, carpet dyed black, recovered windscreen, UUC weighted gear knobStream item published successfully. Item will now be visible on your stream.
- Post is under moderationULTIMATE MODIFIED BMW
Stunning 800whp turbo M10-powered 2002 is like a gift from the gods…
With an astonishing 800whp from its turbo’d M10, this wild 2002 is about as quick as any sane person would want to travel. Words: Elizabeth de Latour. Photos: Christos Karagiorgakis.
2002: A PACE ODYSSEY
Think of Greece and you will no doubt think of crisp, white houses sitting before the bluest sea you’ve ever seen, beautiful beaches, and delicious food. Perhaps what you won’t think of is modified BMWs. However, having been to Greece on many previous BMW-based visits, we can tell you that there are some serious machines scattered across the country. And this right here might just be the most serious piece of German modified machinery that Greece has to offer. It belongs to Stavros Panagopoulos, who has owned it for ten years. This was, in fact, his very first #BMW : a humble 1602 that he found for sale near his house. As you can probably tell, it’s changed a bit since then…
Stavros says he entered into ’02 ownership with plans to make the diminutive classic just a little bit faster. And while he’s certainly achieved his end goal, and then some, he didn’t embark on a journey of turbocharged madness from the off; there were at least two slightly more sensible stages prior to what you see here. Things started off normally enough, with the 1.6-litre four-cylinder engine enhanced with twin side draft 40 carbs. And that was fine, but not quite enough for Stavros’s liking. So Stage two was a bit more dramatic. The original engine was deemed not quite large enough so it was removed and in its place went a more powerful 2.0, its potency ramped-up considerably with the addition of a 300-degree camshaft, Weber 48 DCOE carbs, MSD Ignition components, and a selection of other sexy engine enhancements. That’s pretty solid and we wager the car (that was now by definition a 2002) must have been a whole load of fun to drive and a massive step up over how it felt originally. And then something happened: Stavros decided that what he really wanted was an 800whp turbo conversion. Because, sometimes, that’s just what you need in your life…
As you might imagine, making that sort of underbonnet magic happen takes more than a little bit of work and the engine spec list reads like a who’s who of the performance tuning scene. It’s thorough and it’s glorious. It’s the modified BMW enthusiast’s equivalent of 50 Shades of Grey…
Step one, you’ve got to get your engine choice down. Stavros opted for the sturdy M10, which served as the basis for BMW’s insane turbocharged M12 motorsport engine as well as the S14, so it’s certainly up to the task of coping with a spot of turbocharging.
But the example nestling under this ’02’s bonnet is very far removed from your common-or-garden M10, as you might have guessed. There’s a lot in the engine bay, so much so that you can barely even see the engine, but if it looks impressive from the outside, there’s plenty to get excited about on the inside, too. 89mm CP forged pistons have been fitted, along with Carrillo forged rods, a custom reprofiled camshaft from Boubis Cams, and #VAC-Motorsports valves, rocker arms, valve guides and valve springs. Somewhere within the engine bay (you’ll have to take our word for it because it’s buried deep beneath seemingly endless pipework) sits the very core of all that power: an absolutely gigantic #Garrett-GTX4202R-turbo . This beast of a snail is rated up to 1150hp so Stavros has plenty of headroom, running as he is at around the 900hp mark, should he ever decide that’s not quite enough. This is useful, actually, as his next goal is to hit 1000hp…
When it came to getting everything squeezed into the engine bay, custom is most definitely the word of the day: the turbo feeds a HPS custom intake manifold via a suitably massive front-mounted intercooler and sits on a custom exhaust manifold that connects up to a custom exhaust with an external wastegate that exits through the sill just behind the passenger side front wheel.
The exhaust manifold and the turbo housing itself have both been treated to a Zircotec ceramic coating. Stavros has also had massive Bosch Motorsport 1600cc/min injectors fitted to supply enough fuel to keep the engine happy, along with a custom HPS oil pan. The whole lot is looked after by an Autronic SM4 stand-alone ECU.
Seeing as no one involved in the designing and construction of the ’02 family could ever have imagined that someone in the distant future would attempt to pass somewhere in the region of 900hp through the compact runabout, Stavaros has had to go to town on the transmission and chassis to ensure it didn’t tear itself to pieces. The gearbox is a five-speed manual Getrag unit from the E28 535i mated to a custom twin-plate clutch that can handle the immense amount of power and torque being developed by the engine, with an E34 M5 rear axle tasked with transferring everything to the rear tyres. On the suspension front, this 2002 has been fitted with E36 M3 underpinnings, including subframes and wishbones, with #KW coilovers up front and Bilstein dampers at the back. While it doesn’t take much to stop a car as small and light as a 2002, stopping one that’s travelling at close to the speed of sound does require something a little more substantial, and this example certainly doesn’t mess about. Up front sit AP Racing Galfer four-pot calipers clamping 305mm vented discs. The rear setup is no less substantial, with another set of AP Racing four-pot calipers wrapped around slightly smaller 255mm vented discs.
When it came to the exterior Stavros decided to keep things relatively subtle in as much that a casual observer might not be aware of what’s been changed but, at the same time, it’s clear that this 2002 is far from standard. It’s actually about as aggressive as a 2002 can really get. The biggest difference are those pumped-up arches, complete with sill extensions that fill out the flanks. They give the normally unassuming classic some real road presence. Having the wastegate exiting through the sill certainly doesn’t hurt, and neither does that fat, single-tipped exhaust pipe. Of course, fitting wide arches is one thing, having suitable wheels that are substantial enough to fill them is another matter entirely but Stavros’ choice definitely doesn’t disappoint, though it might raise a few eyebrows. He’s taken the classic cross-spoke look that sits so well with the 2002 and turned it on its head with a set of decidedly modern Work VS-XXs.
The 17” wheels are positively huge on the compact classic but they look fantastic, really filling out those big arches, especially with the car dropped low over the fat rubber. Even parts of the body that may look stock aren’t. For example, the bonnet and boot might appear to be relatively standard, bar the pins and catches, but they are both carbon fibre items, with twin fuel fillers on the rear deck for the bootmounted alloy fuel cell. The one thing the 2002 isn’t is heavy, so adding carbon panels and reducing the already low weight further still means that, with 800whp on tap, this car is absolutely insane – just in case you hadn’t gathered that already!
With a build like this the interior could go a number of ways: hardcore, stripped-out; stock and subtle; or, option three, custom, luxurious but still decidedly sporty – which is exactly what Stavros has gone for. The interior is dominated by those gorgeous Recaro A8 seats and both they, the rear seats, the doorcards, the steering wheel centre section, the gear gaiter and the handbrake have all been covered in the same delicious shade of caramel leather.
Something that’s easier to miss is the custom alloy roll-cage; it’s so well-integrated that, while you can clearly see the rear diagonal support, the sections that penetrate the dashboard (down into the footwell) and the rear parcel shelf are much more discreet.
Up front, the gauge cluster has been replaced with an AIM MXL digital racing dash while the centre console now resembles the flight deck of an aircraft rather than a car. Where the central air vents would have once been there now sits a quartet of custom-mounted GReddy exhaust temperature gauges and below that another custom panel that houses a Daemon boost gauge, A’Pexi turbo timer and fuel gauge and, finally, down in front of the illuminated gear lever, you’ll find a pair of GReddy pressure gauges.
We’ve featured some pretty wild 2002s over the years but this example might just ‘take the cake’. It’s an utterly incredible machine and we’re a little bit in love with it. We love how the custom wide-arches give the little 2002 a broad, square stance. We love the interior, with its blend of modern tech, race components and gorgeous leather. And we really love the engine; we doubt you’ll see a more complicated engine bay, there’s just so much stuffed under the bonnet. And to come away with 800whp from such a small engine and to have it at your disposal in such a small, lightweight car is utterly insane and, well, we love that too.
TECHNICAL DATA FILE #BMW-2002-Turbo / #Garrett-GTX4202 R / #Garrett / #BMW-2002 / #M10-Turbo / #Getrag / #BMW / #BMW-2002-800bhp /
ENGINE AND TRANSMISSION 2.0-litre four-cylinder #M10 / #BMW-M10 / , CP forged pistons, #Carrillo forged rods, #Boubis-Cams custom reprofiled camshaft, #AC-Motorsports valves, rocker arms, valve guides and valve springs, Garrett GTX4202R turbo with Zircotec ceramic-coated housing, #Zircotec ceramiccoated custom exhaust manifold, external wastegate, custom exhaust system, #HPS custom intake manifold, #Bosch-Motorsport 1600cc/min injectors, #HPS custom oil pan, #Autronic #Autronic-SM4 stand-alone ECU, Autronic ignition, #Getrag fivespeed manual E28 535i gearbox, custom twin disc clutch kit
CHASSIS 7.5x17” (front and rear) #Work-VS-XX wheels with 205/40 (front) Yokohama AVS Sport and 245/45 (rear) Dunlop SP Sport MAXX tyres, E36 M3 subframe, wishbones etc, #KW coilover kit (front), #Bilstein dampers (rear), E34 M5 rear axle, #AP-Racing Galfer four-pot calipers with 305mm vented discs (front) and AP Racing four-pot calipers with 255mm vented discs (rear)
EXTERIOR Carbon fibre bonnet, carbon fibre boot, custom wide-arch conversion
INTERIOR Custom alloy roll-cage by Ilias Makropoulos, #Recaro A8 seats, rear seats, doorcards, steering wheel centre section, gear gaiter and handbrake finished in caramel leather, illuminated M gear knob, AIM MXL digital racing dash, custom-mounted #GReddy exhaust temperature gauges, pressure gauges, Daemon boost gauge, A’Pexi turbo timer, alloy fuel cell
Engine looks monstrously complicated, and it is, with a huge amount of custom work at every turn and a gigantic #Garrett-GTX402R turbo buried deep within.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationBe it road or track, Thorney Motorsport’s well-sorted and utterly furious E92 M3 will crush all-comers and all corners. Words: Elizabeth de Latour Photos: Matt Richardson.
THORNEY E92 M3 Ferocious 455hp track beast.
TARMAC TERRORIST Track-honed E92 M3
Never pass up the opportunity to drive an E9x M3. Of course, we can’t imagine you would because when you’re presented with the keys to arguably one of BMW’s finest-ever M creations, you’d have to be silly not to. And in the case of Thorney Motorsport’s M3 it wasn’t a suggestion but rather an insistence that I see what the car is capable of and it would be downright rude to refuse such a generous offer. I return a little while later, slightly weak at the knees and feeling like I need a cigarette after the experience I just had. I don’t even smoke…
Thorney Motorsport has been around for 16 years and eponymous owner John Thorne has been involved in the BMW game for as long as anyone can remember. The company did briefly take a hiatus to go racing and add fettling Vauxhalls to the its many talents before returning to its roots a few years ago and taking up the #BMW tuning mantle once more. Its certainly been busy since then as, aside from working on countless customer cars, it has produced a number of awesome demonstrators including a monstrous X5 M, F82 M4 that you’ll be able to read about in a future issue and the car we’re about to get under the skin of today, this magnificent E92 M3.
This is Thorney’s second E92 M3 and represents the final stage of the company’s tried and tested development programme. When a new car is welcomed into the Thorney fold it first spends some time being driven so John and the team are able to really get to know it before stage one can begin. This is the road car development phase which can take up to two years, with numerous modifications and combinations of components being tested, refined and developed in-house in order to get the car and the modifications up to Thorney’s standards. The company’s previous car had undergone the fast road development process before it was sold and when John acquired this 2008 M3 it was specifically to develop and build it up into a track car.
“There’s a big difference between a racing car and a track car,” he explains, “this specific car needs to be comfortable, road legal with an MoT and fun on the road but also track-focused, so it’s a more challenging build. Our principle is to take the best bits of the standard car and make them better, and make the bad bits less bad.”
The end product is a car that, while still trackbiased, you can comfortably drive on the road. It excels in both disciplines. “The whole car,” John continues, “has been inspired by the E92 M3 GTS but we’ve made it better.” That might seem like a bold statement, but having the GTS as a template meant that the Thorney team knew what it needed to do to surpass the BMW-built track special and that’s exactly what it’s done.
Obviously, if you’re building a track car it’s got to have plenty of power, and the M3 certainly isn’t short on that front. On a high compression, naturally aspirated engine you’re always going to struggle to get big gains but, where the GTS had an engine capacity increase up to 4.4-litres to make 450hp, the Thorney M3 makes a dynoproven 455hp from the stock displacement. It also develops 40lb ft more torque than stock with 360lb ft on tap, a significant gain and Thorney has worked to overcome the S65’s lack of low-end torque. The secret to its success is a custom, larger capacity carbon fibre intake plenum, a custom map designed for low-end gains and a Thorney 3” bore exhaust, designed in-house, which John says is perfect for the rev-hungry V8, with one set of silencers and repeaters, enough to pass all track noise tests with minimal exhaust flow restriction, finished off with carbon tips.
“When it comes to building a track car the three most important areas are handling, brakes and seats,” explains John and as a result of that everything on board this M3 has been fitted to make it stop harder and handle better. Nothing fitted to this car is a frivolity and nothing has been left to chance, these mods have been carried out because they work. The wheels are Team Dynamics Pro Race 1.2s: “Bulletproof,” says John, “very light and very strong. We run 18s as the E9x handles much better on smaller wheels and it’s the same size that the GT4 uses. We generally prefer to run a square setup but the car is currently on 10s and 11s front and rear with Toyo R888 RR tyres.” That wide rubber means monster grip and traction but that’s not all, it’s backed up by a race-proven aerodynamic package. “The front splitter and adjustable rear wing are both from the GT4; we found that these consistently work well and are genuine motorsport parts. The only difference here is that the GT4 spoiler uses thinner steel upright and this version has thicker alloy ones.”
When it came to suspension, there was only one option as far as John was concerned: “We always work with Bilstein. It’s the most consistent, the best on warranty, it offers excellent support and the R&D process is open enough to listen to suggestions and work with us. We developed the Bilstein Club Sport kit in conjunction with Bilstein, and the one fitted to this car was the first kit in the UK. What sets it apart is that it’s been tuned for UK roads and circuits, which are smoother than the ’Ring, so we can run a stiffer setup, and the dampers are matched to H&R springs.
“For the brakes,” he continues, “we went for Performance Friction discs, bells and pads with our own in-house braided hoses with race fluid. This setup performs very well. It’s 85% of a big brake kit for a third of the cost, with everything coming to £1800 fitted. So far we’ve not found anyone who can out-brake us on track with a BBK.”
While the interior has been lightened to a degree, it’s not the bare, barren, stripped-out environment you might be expecting. “We have stripped some weight out; the rear seats have been removed and the area has been custom-trimmed but it’s not been stripped and gutted because while it is a fun car that’s been designed for the track it can still go on the road so we wanted to retain a degree of comfort. In a track car, harnesses will save your life and decent seats mean you won’t be holding on for dear life when you’re cornering. We went with Cobra for both of these, with an Ultralite motorsport seat for the driver and a Nogaro sport seat for the passenger. We had to re-engineer the whole seats to make them fit and designed our own mounts. We also fitted our own design of half cage, which was inspired by the GTS, but where the GTS cage weighs 70kg, ours is custommade from T45 steel and weighs just 21kg.”
It’s an insanely comprehensive build and while we don’t have a track to hand, I still can’t wait to see how this build feels out on the road. The serious-looking Cobra Ultralite driver’s seat is a little snug for a slightly broader-hipped lady such as myself but hey, at least it means I won’t be going anywhere through the corners. Mercifully there are no harnesses to faff about with for the road either, and the view from where I’m sitting is ordinary, with the stock M3 steering wheel and gear knob having been retained.
The V8 fires with a brrraap and settles into that familiar, busy idle, but with the volume turned up a few notches. It’s loud, and sounds lush, but even with this minimally silenced track arrangement it’s not obnoxious. These first few minutes of normality do lull you into a false sense of security, though, because the minute I get out onto the road and go for the throttle, all hell breaks loose. The Thorney M3 feels apocalyptically fast and while the on-paper figures might not seem all that impressive, it’s the combination of that huge gain in torque and low-end response along with the improved top-end breathing that makes it so much faster. The mid-range performance is now utterly explosive and, where you’d normally find yourself wringing the V8 out all the way to the redline to eke out every last drop of performance, I actually find myself short shifting well before the redline a couple of times as the newfound response and sheer punch of the engine lower down the rev range means that you can make indecently rapid progress without even having to try. Wind the engine all the way out, though, and the relentless acceleration is astonishing. The S65 is doing its exponential power delivery party trick but now there’s a whole lot more fireworks involved and the top end is, frankly, just a little obscene.
The brakes are phenomenal and I can’t imagine a BBK delivering significantly better braking performance than this setup does, the pedal remaining firm and the brakes biting hard corner after corner. But, more impressive than any of that, is the way this M3 changes direction and the way it rides. John said that on a track with warm tyres this car would not understeer, but out on the road and pushing hard it absolutely refuses to let go from either end. Turn-in is instant, there’s no pause as the chassis catches up with your steering input. It responds immediately to every single adjustment you make and its cornering performance and ability are mesmerising. I’m instantly grateful for the snug-fitting seat as it makes such a difference to how hard you can push. The ride is also sublime, with the 18s soaking up the worst of the road surface through those generously-sized sidewalls, while the suspension keeps the car so incredibly planted it’s breathtaking. It feels like it’s physically attached to the road surface and is so incredibly controlled over every dip and undulation. I’ve driven a lot of different E9x M3s on a lot of different roads but this might just be one of the best driving experiences I’ve ever had and having to stop and hand back the keys was genuinely upsetting.
Considering just how much equipment this car boasts the price is possibly the most impressive thing about it; John says that to do everything on this car would cost about £12,000 – that’s the lightweight cage, the full exhaust system, the Bilstein Clubsports, the seats, everything. Cherry pick only what you really want and you could come away with a very capable track car that’s still happy on the road for less than that and, with E9x M3 prices continuing to fall, if you’re serious about track driving then it would be a tempting prospect.
It’s relatively easy to make the E9x M3 go faster, stop harder or handle better but to elevate an already capable car to another level of ability and to make such huge improvements across the board, to hone every aspect of the car’s character to the Nth degree, is impressive and exactly what Thorney has achieved.
“So far we’ve not found anyone who can out-break us on track with a BBK”
TECHNICAL DATA FILE #Thorney-Motorsport / #BMW-E92 / #BMW-M3 / #Team-Dynamics / #BMW-M3-E92 / #BMW-M3-Team-Dynamics / #BMW-M3-Team-Dynamics-E92 / #BMW-3-Series / #BMW-3-Series-E92 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E92
ENGINE AND TRANSMISSION 4.0-litre #V8 / #S65B40 / #S65 / #BMW-S65 / , #TMS carbon induction kit, TMS stage three ECU custom map, TMS 3” custom built mandrel bent full exhaust system, FIA race cats, carbon fibre quad tail trims. Six-speed manual gearbox
CHASSIS 10x18” (front) and 11x18” (rear) #Team-Dynamics-Pro-Race-1.2 wheels with 265/35 (front) and 295/30 (rear) Toyo R888 RR tyres, #Bilstein Clubsport kit with #H&R springs, #Performance-Friction discs and bells (front), Performance Friction PF11 pads (front and rear), TMS braided brake lines (front and rear)
EXTERIOR BMW GT4 rear wing, BMW GT4 front splitter
INTERIOR TMS GTS custom built bolt-in rear cage, TMS front race seats, TMS five-point harness, rear seats removed and interior retrimmed
“Our principle is to take the best bits of the standard car and make them better”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationROUGH DIAMOND
Hitoshi Hoshino’s super-refined 993 may not be made in Japan… but it’s definitely MADE in Japan.
EDITOR’S WILDCARD The Ed’s Wildcard gives us the chance to feature those off-the- wall vehicles you may not normally see in Retro Cars. This month we check out a sports car icon… only it may be more Japanese than you think!
WILDCARD: RWB PORSCHE 993 WORDS AND PHOTOS: Dino Dalle Carbonare
RAUH WELT PORSCHE 911
Wildcard: #RWB-Porsche-993 This crazy air-cooled monster may not be made in Japan… but it was definitely MADE in Japan.
Little did I know that those widened and overly winged Porsches I used to see at Tsukuba 10 years or so ago would have become the sensation they are today. No longer relegated within the confines of Japan, Akira Nakai of RAUH-Welt Begriff has been spreading his vision on every corner of the globe. RWB is a brand in serious demand, with a waiting list stretching to almost a year now.
That’s because each car, to be truly and authentically identified as an RWB creation, must be put together by Nakai and Nakai only. And with so much demand coming from outside Japan, domestic customers have to get in line too! Thankfully Hitoshi Hoshino got his request in with the big man with plenty of notice, so he could time the unveiling of his car for this year’s Tokyo Auto Salon.
Hitoshi has spent most of his working life in the automotive scene. First at Yokohama Tire, following various racing series in Japan, and then looking after the aftermarket parts retail at Japan’s official Ferrari dealer network. But his path wasn’t just about following his passion. There was a well-planned goal at the end of it and that period was simply to teach him the skills that would later be used to reach his achievement – Army Girl.
Hitoshi came up with the idea to launch a clothing brand linked to the automotive lifestyle scene, for the sole reason that nobody in Japan has thought about it yet. It made total sense. He could step things up and set up his own business, yet keep that passion with cars truly alive. It was a win win situation and the idea to tie it all in with RWB made sense. The clothing he designs and produces is made by following the simple concept of keeping it cool, sexy and wild, which are three words perfectly in sync with what Nakai’s brand stands for. Plus it’s all made in Japan, something that Nakai liked very much, too.
We met with Hitoshi late one night in Shibuya, right on one of the main streets that lead up to Hachiko, the famous scramble crossing. We had seen his car briefly a few months prior at the Auto Salon, but never had a really close look. You know how shows are, so much to see, so little time and you end up missing the finer details of what you’re there to see.
But we’re glad we got this chance to spend a couple of hours with this 993 Carrera 2 as it could be the most polished cars Nakai has ever put together in Japan. You see, Hitoshi may like the whole idea of the RWB “rough” style, but in reality he likes his stuff very polished, meticulously executed and beautifully refined. One look at his car and you truly get a feel for that, right down to the paint it’s finished off in.
Hitoshi took an Aston Martin pearl white paint sample to Noshima-san, the guy responsible for painting all of Nakai’s cars in Japan, and told him he wanted something like this. The car would mostly be driven late at night in central Tokyo, after he closes up shop, so it had to shine and look the part under the city lights. Nakai thought a simple Pearl White was a tad boring for one of his creations. But Nojima came up with a little custom mix made up with a higher content of metallic blue in it that really shines through and highlights all those complex lines that make up the exterior. And those aesthetics are just as extreme as you would want them for what is a street driven car, featuring those massively wide signature fenders topped up with that GT2 inspired front and rear bumper. This build however was one of the most complex ones Nakai embarked on, because Hitoshi wanted it done properly.
The 993 was first stripped down to a bare chassis and sent of to M’s Machine Works, a fabrication shop that Nismo uses for its race cars. Here a custom multi-point roll cage was fabbed, welded and gusseted in place in order to both strength the ageing shell, but also to offer a higher level of safety when the car occasionally hits the track. It was then shipped back to Nakai where he went at it with an electric hacksaw, cutting away the fenders and the roof. Nojima painted it inside out and then the massive jigsaw puzzle was put together. This also included rare additions like the one-off carbon-fibre roof Hitoshi requested, as well as the rear fender winglets and the Rotana style rear wing. A RWB is all about stance and to nail it Nakai fitted a set of #Bilstein adjustable dampers mated to Swift spring to just the right ride height, before bolting on the custom painted 18-inch #Work-Meister-M1 s, which measure a rather generous 11J across the front and 13J at the rear.
When Hoshino arrived in front of Tower Records, our predetermined meeting spot, I understood why he’d asked to make sure we did this only on a dry night. Those three-piece Meisters are shod in Hoosier slicks, which at 285 wide at the front and 335 at the rear are exactly as dangerous as you’d imagine on a rainy night. Not to mention a tad illegal even for Japanese standards!
Thankfully rain was nowhere to be seen, so I jumped in the supportive #Recaro seat and we headed down the road to Harajuku. Taking a turn off from the main street that leads down to Omotesando we ended up in some seriously tight back streets – the heart of the Japanese fashion district.
The sea of scantly dressed school girls that take over the place during the day is replaced with groups of drunk salary men late at night, stumbling out of microscopic izakaya bars as they try to make it to the station before the last train. Miss that, and it’s an expensive taxi ride back home. The 993 attracts a lot of attention, people point, stare and stop to take pictures. It’s quite an experience riding in one of these things. You get a first hand look at the sort of attention it generates.
Slapping the name of your brand along its sills makes good sense. It’s a stunningly effective promotion tool. But thankfully that’s only part of it. Hitoshi regularly takes it out on the C1 and hits Tatsumi PA for night meetings, enjoying that easy and foolproof handling dynamic these high-grip 911 of Nakai’s are known for.
Next up for Hitoshi is the engine. He’s already fitted big StopTech brakes up front as he wants to follow what Nakai has done with his 993 Rotana track car, and that’s slapping a massive turbo right next to the engine. Big power and some flames from that custom exhaust would turn Army Girl into something even more special. This is a car, that like the brand it has been built to promote, will continue to evolve.
TECH SPEC: RWB #Porsche-993 / #Porsche-M64 / #Porsche-911-993 / #Porsche-911 / #Porsche / #Porsche-911-RWB-993 / #Porsche-911-RWB
TUNING: #Icode titanium exhaust system; #Garage-J fully balanced and refreshed M64 engine; RS clutch and flywheel.
CHASSIS: #Work-Meister M1 3-piece wheels 11Jx18in front, 13Jx18in rear; #Hoosier slicks 285/30R18 front, 335/30R18 rear; Bilstein Cup dampers mated to Swift springs; #StopTech ST-40 4-pot front callipers; 2-piece rotors.
EXTERIOR: Full #RWB wide body “street” conversion; RWB original pearl white; one-off RWB carbon roof.
INTERIOR: M’s #Machine-Works custom welded-in and gusseted roll cage; #Recaro-RS-G bucket seats; #ARTI custom sound system with hidden speakers.
Sparse interioradds to the fun!
Even the roof hasn’t escaped the modding with this one-off carbon item!
Hardcore like the army… and, erm, girls!
Crazy is common on the streets of Tokyo, RWB cars are a little rarer!
Fully balanced and rebuilt to perfection!
Yep, it’s got quite an audio system this one!Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationJPS E30 M3
The story behind this fully restored motor racing icon. A Very Special Player One of Australia’s most famous BMW race cars, the JPS E30 M3, under the spotlight. Banged up, shipped across the Tasman Sea twice and, until two years ago, a bit worse for wear, this JPS stunner is now back to its former glory Words and photography: Chris Nicholls.
BMW race cars have been lucky enough to wear some of the iconic competition liveries over the years. Whether it’s the various Art Cars, the Jägermeister colours, the Warsteiner and Fina liveries or just the M stripes by themselves, Bavaria’s best racers have always looked the business. However, while we in the northern hemisphere have been spoilt for choice with these beauties, we have missed out on one truly iconic racing design that only ever competed on BMWs down under – the JPS livery.
Obviously most famous for its stint on Lotus F1 machines, the JPS colours have been applied to many other cars over the years, but F1 Lotuses aside, only the Australian JPS E21 320i Turbos, 635CSis and E30 M3s, which ran from 1981-’1987, used the livery officially in any four-wheeled racing capacity. And my, doesn’t it look good on this M3? The deep, jet black paint is perfectly offset by the gold pin striping that runs along the car’s flanks, accentuating those blistered arches, while the other sponsors’ logos and of course, the laurel wreath JPS crest itself all add to that golden lustre. Oh, and let’s not forget those sexy matching gold Australian Simmons centre-lock wheels, either.
This particular example is an ex-factory Team JPS BMW car from 1987 – the last year the Frank Gardner-run team that built the machine existed – and was relatively recently restored to nearimmaculate condition (hence the shine) by the current owner Peter Jones and the team at Ecurie Bowden, whose M1 and Schnitzer 635CSi we’ve featured in past months as well. We say nearimmaculate as Peter has deliberately kept some of the patina via a faded and chipped bonnet roundel and cracked right-rear light lens, as well as damage to the driver’s footwell; the result of a nasty shunt at the 1989 Bathurst 1000 when it was racing as part of the John Sax Racing Team from New Zealand. Other than that, though, the car is as straight and clean as you could possibly want, and walking around the car to shoot it, it was impossible not to be blown away by the paint’s lustre (even inside the car) and the sense of mechanical solidity. BMW master mechanic Jason Matthews and paint and panel man Phil Milburn, as well as all the other Ecurie Bowden crew members, should be rightly proud of their work.
Of course, such a high-level restoration doesn’t take place overnight, and from the time Peter purchased the car in 2014 until it was ‘finished’, a full 15 months had passed, and even now, he’s is still tweaking and fettling the car – particularly the rebuilt engine – as it doesn’t quite achieve what he wants on track yet. However, that’s all part of racing, irrespective of the car and its level of restoration, and even in its current state, the project has definitely been worth it. So what prompted Peter to buy this car in the first place? Well, it turns out this isn’t his first Group A M3, having owned a Benson & Hedges racer back in the mid-’90s that he purchased from Frank Gardner himself (Gardner was a long-time family friend), and it was his love for that machine, and the hole in his heart it left when he sold it, that prompted him to seek out a replacement.
“I’ve been involved in motorsport since the ‘80s. The highest level I ever did was the CAMS Gold Star [Australia’s top open-wheeler class]. I raced that in Formula 2, only as a bit of an also-ran, and I’ve also raced Formula Fords and Sports Sedans and Historic cars over the years. From about 1997 to 2012 I basically had a bit of a hiatus due to family and the demands of business and then got back into it in 2012, running around in a Formula Ford. I still enjoyed it and have always missed the E30 M3 that I owned and spoke to [Ecurie Bowden boss] Chris Bowden about it and kept him on the look-out for me.”
And look-out Chris did, but in the end, it actually turned out that another contact, BMW and JPS nut Stewart Garmey (whose E28 M5 we featured in October 2014), knew the right people and gave Peter a nudge in the direction of this car’s previous owner, David Towe.
“Stuart warned me that I’d either love it or hate it, but that it’s a great car,” says Peter. “When I looked at it, I realised it had suffered in its life, but you can’t replace history, and that’s what it has.” Indeed, it has a lot of history, and not just of the type that causes battle scars. Built in 1987, it was one of the first two Group A E30s Team JPS BMW brought over from Europe after phasing out its 635CSis (one of which you’ll also see in a future issue). Initially, both cars actually ran 325i suspension, such was the European demand for parts, but by midway through the season, each car got the legs it deserved. And despite being designed for flowing European circuits and down on power compared to some rivals, the E30’s innate talents, and those of drivers Jim Richards and Tony Longhurst, meant the team quickly got results. This ex-Longhurst car, for example, managed a best of third at round three of the Australian Touring Car Championship (ATCC) even before it got proper M3 suspension, but for some reason it got sold before the end of the year and could prove its worth with proper footwork. If you want to see what the potential was, though, just look at Jim Richards taking his M3 to the ATCC title in the car’s first year.
When this particular machine was offloaded, it got sent to the aforementioned John Sax Racing Team, with Sax and fellow Kiwi Graham Lorimer behind the wheel until midway through the 1990 season. They took it to a best of eighth at the ’87 Castrol 500 at Sandown, as well as a 10th at the Wellington round of the inaugural World Touring Car Championship that year, but sadly, the car’s biggest headlines came when it speared off at Forest Elbow at the ’89 Bathurst 1000, stoving in much of the front-right side. The team did repair the damage (albeit not to a high standard, as we’ll see later) and it soldiered on until Kiwi Racing purchased it midway through the 1990 season. Having not had much luck with the car bar a second in class at the ’91 Nissan Mobil 500 at Pukekohe, Kiwi racing then sold the E30 to Auckland Ferrari specialist Allan Cattle in late ’93, who proved any issues may not have been with the beast itself by promptly winning his class, along with co-driver Brett Taylor, at the Wellington Nissan Mobil 500 and taking second in class at a shorter 300km race at Pukekohe.
Finally, this now well-travelled M3 went to another two Kiwi owners, Trevor Bills and Kevin Underwood, before heading back home to Australia and new owner James Searley in 1999. There it sat in James’ collection for four years until noted Sydney BMW nut David Towe got hold of it and immediately started racing the car again, first at the 2003 Winton Historic meeting, then at numerous classic and historic events around the country. Notably, David converted the car back to its JPS livery (because why wouldn’t you?) and even managed to take away the Murray Carter Cup at the 2009 Phillip Island Classic in it. Indeed, such was the love affair that he only gave it up to switch to a later-built 1987 JPS M3 in 2011.
However, not able to part with it entirely, David held onto the machine until 2014, when current owner Peter Jones came into the picture.
Now, as we hinted at, the car wasn’t perfect when Peter got it. The John Sax team had repaired the Bathurst damage, but removing the right-hand quarter panel showed the chassis rail underneath was still further back than the left, so stretching and rebuilding was needed. And while David had done his best at the time, there were also cracks in the rear arms and the front callipers (among other parts) were way past their use-by date. Knowing personally that Frank Gardner wouldn’t have accepted anything other than perfection were he still alive, Peter thus decided to go for a bare-metal resto to bring it back to its best. And thanks to the talents of the Ecurie Bowden crew, it’s now as gorgeous as you can imagine.
“It’s just magic when you walk around it and underneath it. The job’s been done very well,” says Peter. “All the chassis’s perfect now and when we put it on the scales, we measured where it should be, dropped it down and it just plumbed up beautifully on the corner weights.” And as you’d expect, even with the fettling still needed, it goes pretty well, too.
“It’s a very lovely car to drive – a very fast car… It’s a heavier car by 20kg [than the Evos], but the earlier cars, because they run the 17-inch wheels not the 18s, can drop the nose a little bit lower, so what they lose in some respects they pick up in others. And I think it sits well on the road. The 2.3 motor’s still a powerful little engine, and whilst a good 2.5 should beat a 2.3 every day, you’re not going to be that far behind.”
Once the car’s engine has been brought back to its full Group A peak, it should be even quicker, too. And yes, in case you were wondering, all this testing means that despite the superb condition it’s in now, this JPS beauty will see the race track as often as possible in the future, with Peter planning to enjoy it at every historic meet in Australia he can get to. Of course, he doesn’t relish the idea of getting it banged up again, but says that “once I get one stone chip on it, it won’t hurt so much”.
“Because it’s not the original paint on the car from day one, you’re not disturbing or risking something that hasn’t already been repainted or repaired, unlike the Sierra I’ve got [a Group A RS500] which is the original paint that Rudy Eggenberger used and it’s never had a mark on it. That’s a car you don’t want to put in harm’s way. Whereas, I don’t want to hurt this car either, but if in two years I have to give it a bit of a respray to make it pretty again, we’re not ruining history in doing that.”
In a world of collectors that never use their cars as intended, that’s refreshing to hear. Long may this black beauty continue to run.
TECHNICAL DATA #BMW-Group-A-JPS / #BMW-E30 / #BMW-M3 / #Group-A-JPS / #BMW-M3-E30 / #Group-A-JPS / #BMW-M3-Group-A-JPS / #BMW-M3-Group-A-JPS-E30 / #BMW-M3-JPS-E30 / #BMW-S14 / #S14 / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E30 / #BMW /
ENGINE: 2332cc DOHC S14 in-line four, cast iron block, 16-valve alloy head, 12:1 compression ratio, forged crankshaft and con rods, forged alloy pistons, #Bosch electronic fuel injection, #Bosch-044 fuel pump, 40-litre #ATL fuel cell with in-tank swirl-pot, 300hp @ 8400rpm, 199lb ft @ 7000rpm
GEARBOX: #Getrag five-speed manual gearbox, sintered metal clutch, LSD with 75 percent locking ratio
CHASSIS: Unitary steel with welded-in roll-cage, 52mm #JLS-Motorsport air jacks (front), 62mm AP Racing air jacks (rear)
SUSPENSION: McPherson struts with original Group A #Bilstein dampers (overhauled and re-valved by MCA Suspension), MCA custom main springs, #Eibach helper springs, anti-roll bars (front), semi-trailing arms with original Group A Bilstein dampers (overhauled and re-valved by MCA Suspension), MCA custom main springs, Eibach helper springs, anti-roll bars (rear)
BRAKES: AP Racing four-piston callipers with #AP-Racing 330x32mm two-piece slotted rotors and #Ferodo DS3000 pads (front), Lockheed four-piston callipers with AP Racing 300x20mm two-piece slotted rotors and #Ferodo-DS3000 pads (rear)
WHEELS AND TYRES: 8x17-inch (front) and 9x17-inch (rear) #Simmons three-piece centre-lock mesh wheels with 225/625-17 (front) and 240/620-17 (rear) Pirelli or Michelin slicks
INTERIOR: Custom-embroidered #Racetech-RT9009HR seat with orange Racetech HANS-compatible belts
Despite the superb condition it’s in now, this #JPS beauty will see the race track as often as possible in the future.
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