- Post is under moderationHARDCORE S54 E30 Thunder from Down Under
SKIN DEEP #S54-swapped E30. Words and photos: Chris Nicholls. They say you shouldn’t judge a book by its cover and Andrew Burke’s home-built, DIY-painted E30 is exactly the reason why.
“Why are you shooting that little thing?” says a passer-by during the shoot. I casually pop the bonnet and see his eyes widen. “Jeez, there’s some work gone into that,” he says, before firing off a few photos on his phone and walking away. This sort of thing happens several more times during the shoot and it’s easy to understand why.
From a distance, this is just another E30 track car. The matt black paint, done as a last resort after troubles with the painter, is hardly the last word in beauty and the stock M Tech II body kit isn’t going to set anyone’s world alight either. No, things only get interesting when you get close. It’s then that you see the custom Forgeline wheels and fat, circle-track StopTechs and imperial-sized AP Racing J-hook discs (chosen because imperial gear is cheaper than metric). Next, you peek inside and notice the #Motec M800 ECU sitting on a custom carbon plate on the floor. And the oil lines for the Peterson dry sump kit running next to it. And the Motec C127 colour dash logger and Tilton pedals. It just doesn’t stop. Finally, you pop that aforementioned bonnet and see the immaculate S54 with carbon cover and CSLreplica intake nestled in-between the strut towers, surrounded by Goodridge Teflon hoses and a Peterson oil pressure primer pump. If ever there was a car to prove that sometimes, the opposite of the idiom ‘beauty is only skin deep’ applies, this is it.
The back story of this Australian E30, as you might suspect given the engineering involved, started several years ago (six to be precise) when owner-builder Andrew Burke picked up this 325is to be a street-registered track day build. Having got tired of risking his E92 335i road car on the track, he thought back to a 1989 E30 brochure he got as a kid and decided that would be a better bet. As most builds do, things started off small. Some H&R springs and Bilstein Sport dampers, rebuilt stock brakes and bolton exhaust, a short shifter and new Recaros did the trick for six months, but one track day at the wonderfully nicknamed Haunted Hills circuit (actually Bryant Park) in his home state of Victoria, Andrew noticed puffs of blue smoke on overrun thanks to some keen-eyed photographers. “That was all the excuse I needed to go ‘Oh, this motor could potentially have some kind of small issue in the next three, six, nine, 12 years, I should probably just swap the engine out right now’” he laughs.
Thus began a long and involved process of finding and fitting a new motor. Having decided a resto-mod approach was best, he settled on an S50 and sourced one from the UK, but all was not well. “As all UK motors are, it was covered in corrosion, all the aluminium bits were all pitted from the salt and whatever other calamities occur over there in the middle of winter, so I didn’t do a whole lot with it other than strip it down to a short block and basically sand blast all the things,” Andrew says. Having cleaned it up, he found it still good enough to use, so left it standard internally and got to work fitting it. On went an E34 sump and 12° angled double-shear shift rod to get the now-twisted stock G250 five-speed to work with the AKG DTM shifter, some custom-made exhaust manifolds from Andrew Nicholls at Meridian Motorsport and a VFT E36 DTM-style carbon air box specifically designed to fi t S50s in E30s thanks to a notch cut into the back to clear the brake booster. To ensure that it all ran, Andrew cut and re-connected the stock harness himself and fitted an Alpha N ECU chip.
However, while he may have cleaned it up, it turned out the engine’s not-so-perfect appearance was rather more indicative of its condition than first thought and sure enough, the number five journal went at a Winton Raceway track day in true S50 style. “A $350 tow truck ride home later [Andrew not having a trailer at the time and Winton being two hours from central Melbourne] we were sitting in the garage, the old man and I, saying ‘Well, we’re going to have to fix it, I guess’”. Andrew admits that even at that point, the idea of fitting an S54 came into his head, but he wasn’t quite ready to quit on the idea of an S50-engined E30 yet, especially having done so much work to make it fit.
Thus, he decided that, rather than throw everything away, he would build a proper race-spec S50 and see what happened. Sadly, it’s here that Andrew suffered the all-too-common “bad workshop experience.”
After searching around for a well-regarded builder, he thought he’d found one in a former Team JPS BMW factory race engineer in New South Wales, but while the specs were suitably serious, complete with 11.6:1 Wossner pistons, Pauter I-beam rods, 296° cams, Supertec Inconel valves and the current Peterson dry-sump system (designed to avoid ever spinning a bearing again), it “never made any real power.” “Without going into too much detail, it just fell on its face above 6000rpm,” he says. Worse still, it didn’t even last that long. A mere 500km of track work later and Andrew was sitting on the side of the Winton tarmac with two holes in the block from a rod and rod bolt respectively, oil pouring out everywhere and his car partially in flames thanks to starting a grass fire underneath it. The worst part? A postmortem found the likely cause to be poor assembly.
“As I pulled the bits off the motor so I could get it out of the chassis, I found one of the ARP rod bolts was poking through the block on the exhaust side. I didn’t see it originally as a result, but it was poking through with all of its threads still intact. So it was not like the bolt snapped – it was like it completely unscrewed itself – and I can’t imagine a bolt that’s designed to be torqued to yield, if it was properly fastened, would have come undone. End of story. So that was that, which was a bit unfortunate.”
Unfortunate indeed, and at around AU$30,000 (£17,000) for the engine, expensive. Andrew adds that figure doesn’t even include the cost of ancillaries fitted to deal with the extra power, the current 8x17” Forgelines, the previous SL6R and SL4R Wilwood calipers and discs (since replaced by the StopTechs because Andrew bought another road/track E30 he wanted to put those on), the custom-built AST two-way adjustable coilovers (again, since replaced by custom MCS two-ways) and several other mods besides. However, Andrew wasn’t prepared to throw it all away, so after convincing his wife he “wasn’t silly,” he pulled the trigger on a mint S54 with just 18,000 miles on it out of a wrecked Californian Z4 M.
Being so new and from California, this motor was in stunning shape. There was no dust behind the water pump or alternator pulleys and even the internals, which Andrew inspected when he pulled off the sump to fit the Moroso dry sump pan, were unvarnished.
Given he had no money to put new internals in it, this worked out perfectly. Plus, the S54 made more power stock than his built S50 anyway, so in it went, with only a Karbonius CSL-replica air box – fitted because the StopTechs meant he no longer needed the booster – a Racing Dynamics carbon engine cover, new custom exhaust manifolds (again from Andrew from Meridian, who by then had moved on to start his own venture called Trackart) and a few other mechanical pieces like an Eisenmann exhaust needed to make it work. At the same time, Andrew realised that to actually run the thing (especially given he was keeping Vanos and drive-by-wire), he would need to upgrade his dash from a set of Stack gauges to a Motec logger to ensure the necessary input and output numbers, and after contacting Jason Ingram at Advanced Motorsport Electrics to do the concentrically-wound, DR25 heat-shrunk harness and install it, he got it tuned by Lee at Melbourne Performance Centre and brought it up to Broadford State Motorcycle Centre for a shakedown, which is where we did the shoot.
His impressions of the car now it’s finished (bar a cage)? “I was thrilled with the way that it handled and the way that it stopped even back when it had the second S50… but I was deeply disappointed on some level that it didn’t make as much power as I was expecting. It was certainly fast enough, but it never felt brutal, I guess. Whereas the S54 is still not crazy by any means, it just feels a lot more angry. It feels significantly more powerful.” Given this first shakedown was conducted at only half-throttle, that’s a brilliant portent and suggests that when this E30 is finally unleashed, its unassuming looks, combined with all that power and handling, will mean the opposition won’t see it coming.
“If ever there was a car to prove that sometimes, the opposite of the idiom ‘beauty is only skin deep’ applies, this is it”
TECHNICAL DATA FILE #S54 / #BMW-E30 / #BMW-E30-S54 / #BMW-S54 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30 / #Bosch / #BMW-E30-S54B32
ENGINE 3.2-litre straight-six #S54B32 , #Karbonius CSL-replica dry carbon air box, #K&N air filter, #Aeromotive fuel pressure regulator, #Bosch-044 fuel pump, #Aftermarket Industries swirl pot, #MagnaFuel dry break billet fuel filters, #NGK-Platinum plugs, Setrab 19-row oil cooler with -16 fittings, Roush Yates carbon catch can, Peterson R4 dry sump pump, #VAC-Motorsports mount kit, #C&V HTD belt drive with VAC/ATI fluid harmonic balancer, -16 feed and return oil hoses, -12 scavenge, #Peterson scavenge filters, -10 pressure feed to VAC Motorsports oil manifold, custom #Moroso dry sump oil pan, Peterson single-stage remote oil primer circuit, Peterson billet four-gallon dry sump tank with custom #CNC bracketing, dual breathers and 100 micron filter screen, Canton billet five micron oil filter on pressure stage, #C&R-Racing oil filter housing with provision for secondary oil cooler circuit in rear of car, #Wix-Racing 51222R filter, Goodridge XF 910 and Brown and Miller (BRMS) Teflon hoses, VAC-Motorsports lights, accessories and alternator pulleys, ATI damper by VAC Motorsports, AKG-Motorsport Group N engine mounts, #Racing-Dynamics dry carbon engine cover, Trackart custom equal-length exhaust manifolds and custom 2.5” exhaust, Eisenmann E36 M3 rear box, Motec-M800-ECU , #Motec SKN dual CAN knock module, Advanced Motorsport Electrics custom concentricwound wiring harness with Kevlar tracers, Raychem boots, Souriau and Autosport connectors
TRANSMISSION #G250 five-speed manual gearbox, #AP-Racing 7.25” twin-plate clutch and lightened cro-mo flywheel from E36 M3 R, AKG DTM shifter, PPF axles, re-balanced OE driveshaft, OE diff with extra clutch packs, Z3 M housing, custom transmission mounts and subframe reinforcements
CHASSIS 7.5x17” ET20 (front and rear) #Forgeline-SO3 wheels with 235/40 (front and rear) Nitto NT-01 tyres, VAC Motorsports 90mm studs, #Motorsport-Hardware cro-mo nuts, 3mm spacers (front), Motion Control Suspension custom two-way remote reservoir coilovers, #Eibach 60mm springs, AKG Motorsport polyurethane, #Treehouse-Racing and custom #Delrin bushes, custom Trackart T45-based cro-mo front strut brace, custom front arb and mounts, Dave Stillwell rear anti-roll bar with custom mounts and reinforcement, full Aurora rose joints, #StopTech STR43 calipers (front and rear), #AP-Racing J-hook fully-floating discs, custom Motorsport Connections Teflon braided lines, Performance Friction PFC01 pads (front and rear), custom-machined 7057 T6 rotor hats
EXTERIOR OEM Tech II kit, custom bi-xenon headlights based on TRS projectors and 3D printed adaptors, rear lights lightly tinted with Diamond black
INTERIOR #AKG-Motorsport Delrin shift knob, AKG Motorsport DTM shift lever and short-shift kit, Alcantara gear gaiter, #Tilton 600 Series pedals, Tilton -4 fluid tank, #Speedflow lines, Tilton billet brake bias adjuster, Tilton fluid bias and balance bar adjuster, #Motec C127 dash logger, Recaro SP-A Kevlar V8 Supercar special edition seat, VAC Motorsports billet rails, Sabelt Ultralight harnesses, Personal Grinta 330mm wheel, Lifeline Group N boss with custom spacer, custom carbon panel behind wheel for light controls, custom Trackart harness bar, custom aluminium scuff plates
THANKS Andrew at Trackart for the exhaust, brake cooling duct, harness bar and strut bar fabrication work, Marcos at Motorsport Connections for the Speedflow bits and hoses, Jason Ingram at Advanced Motorsport Electrics for the incredible work on the harness and Lee Burley at Melbourne Performance Centre for the dyno tuning
Carbon engine cover and replica CSL carbon air box make this S54 even sexier.
Single Recaro SP-A Kevlar V8 Supercar special edition seat.
“After convincing his wife he “wasn’t silly,” he pulled the trigger on a mint S54 with just 18,000 miles on it out of a wrecked Californian Z4 M”
/ #Motec-M800 ECU mounted on custom carbon plate.
Swirl pot, pump and filters mounted in boot.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationCUSTOM 2002 Metal wide-body with a 2.7 swap.
Bought in a state far beyond saving, the only way this #BMW-2002 could survive was to be transformed into something completely different.
SHOW, NO SHINE Custom, wide-body 2.7 2002 / Words: Elizabeth de Latour / Photos: Matt Richardson
It feels like we maybe we should be apologising, again, because for the second month running we’re featuring a 2002 that a lot of people are going to find upsetting. But we won’t be, because we like it too much to care what anyone else thinks. It’s unapologetically a personal project, built solely for the pleasure of its owner, Josh Parker, to hone his skills and then show them off. From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands, with a bit of help from dad along the way, which makes this already spectacular 2002 even more so.
Josh has always been into cars, he tells us, and it all began at the tender age of 12 when he was given a petrol-powered R/C car and building that set him on path he walks today. After passing his test he was chomping at the bit to get modding on something, though insurance restrictions meant he had to make do with an R56 MINI JCW, spiced up with some coilovers and other bits until he could make his dream of doing a full build come true. The fact that he had no mechanical or motorsport experience was not going to stop him and there was no practice run or warm up before getting this car, he went straight from 0-2002.
“I bought the car in Thame just over three years ago,” explains Josh, “and it was awful,” he adds, laughing. “It had been off the road since 1989 and was in terrible condition, completely rusty, but because of that I only paid £1200 for it. It took two years to put it together, though in its first form it had a different engine, Golf arches and different wheels. Starting out, I knew nothing about welding or anything like that,” he says, “so the first step was getting it on the road and then, having developed my skills, I knew I could do everything better the second time around so 18 months ago it went through a big change,” and the result of that is what you’re looking at here. “The fact that I wanted to do everything on the car myself was a big influence on how the car has come out, “ he explains, “as I went my own way with it. I spent a year making the chassis strong and replacing stuff. The car was a blank canvas, it was so bad I couldn’t make it any worse,” he laughs. “The whole car looked like Swiss cheese, but at least I got to practice welding. The whole project has been hard, though, it’s taken a long time as I was starting from nothing. I spent a lot of time doing individual things, weeks at a time, and sometimes I needed to take a break, step away, but I never gave up.
“My decision to change how the car looked came about when I realised that too many people were doing Golf arches, it wasn’t low enough and that I didn’t like the wheels. I decided to pick the wheels I wanted and then built the new, custom arches around them and doing that meant I could go for a really aggressive offset. I chose a set of 7Twenty Style44s in bronze, 9x15” ET0 all-round with 215/50 tyres; I didn’t want too much stretch but needed a bit to get the wheels to tuck under the arches.” The resulting fitment is absolutely perfect, but even with that zero offset Josh is still running 20mm spacers up front and 10mm at the rear, taking the final offset well into the negative. The wheels themselves are certainly handsome, single-piece items with stepped lips and plenty of dish, while the matt bronze finish looks great against the car’s patchwork quilt bodywork.
Where Josh felt the car wasn’t low enough before there’s no such concern now, with Gaz coilovers delivering a serious drop, but that wasn’t enough for him… “I’ve raised the front and rear strut towers by 40mm to lower it even further,” he grins and the end result is spectacular, the tyres disappearing up into those magnificent arches and the 2002’s belly sitting a hair’s breadth above the ground. The arches themselves are custom metal items measuring a monstrous 60mm wider per side up front and 50mm per side at the rear, giving this 2002 a stance far beyond its diminutive dimensions.
The brakes have also been comprehensively upgraded, with four-pot Wilwood calipers mounted on custom carriers up front with 260mm drilled and vented discs along with E21 323i hubs, while at the rear you’ll find Mk3 Golf rear calipers matched to Mk1 Golf front discs while Hel braided brake lines have been fitted throughout. You might think that all that brake work seems like overkill for a 2002 but you see it isn’t, because there’s something a bit special going on under the bonnet.
“I always knew I was going to do an engine swap,” Josh tells us, and what he’s done is taken a low-revving, M20B27 eta engine from BMW’s 325e and 525e models, designed for efficiency, and comprehensively reworked it to better suit his performance-driven needs. Sitting on custom engine mounts, the once-docile 2.7 has been transformed with a 325i top end, M21 forged crank, forged, reground stage one cam, Alpina B3 2.7 chip, a honed intake manifold, 185cc injectors and Magnecor ignition leads. He’s also fitted an M50B25 radiator and added a custom six-branch exhaust manifold that connects up to a custom 2.5” exhaust with twin pipes. It’s an impressive list of mods and it makes for some impressive numbers, with the 2.7 now pushing out 240hp thanks to Josh’s handiwork, which makes this 2002 a real road rocket. Naturally the transmission required a bit of work to make sure it was up to the task of dealing with the 2.7’s grunt and Josh was more than happy to get his hands dirty. “The gearbox itself is a Getrag 260 Sport five-speed on custom mounts with a stage one clutch and I’ve also fitted a 3.64 small case LSD from an E21 with custom-drilled output flanges.”
The exterior might, at first glance, appear to be a mess to some but there’s a lot more going on here than first meets the eye. The arches steal the show but there’s also a custom front lip and a custom drag spoiler, custom bash bars and a back-dated rear panel that allowed Josh to fit the arguably much cooler round rear lights. One of our favourite parts of the exterior work, though, is the quick-release front clip, that allows for the entire front end to be removed in a matter of minutes. While it’s designed to allow easy access to the engine for mods and maintenance, seeing a car driving around with no front end is pretty cool. With a race car-inspired exterior you’d expect the theme to carry on inside the car, and you’re not going to be disappointed here. “This car was originally a Lux model,” explains Josh, “so it had a nice, powder blue interior though when I bought the car it was smelly and had started to rot, but I always knew that I was going to strip the interior, I just wanted to have the bare essentials to have the car running,” and he’s certainly stuck to that philosophy. About the only part of the interior that is still recognisable is the ’02 dashboard and instrument cluster but beyond that it’s all change. There’s a big convex Longacre rear-view mirror, single Cobra Sebring Pro seat with a TRS four-point harness, a Momo Model 69 suede steering wheel and a custom switch panel, custom pedal box and there’s also a hydraulic handbrake and a custom dual fulcrum short shifter. “I wanted to feel like I was in a Touring car,” explains Josh, “so I wanted the wheel high and close and a tall gearlever close to the wheel. The cage is actually a historic-spec one for the ’02 that I bought and then modified to make it stronger,” explains Josh. “It just bolts in but I want to make a new cage for it, eight-to-ten point, fully welded-in, which is one of my next big plans.” Meanwhile, in the boot you’ll find a 30-litre aluminium fuel tank with a surge tank, which is fed by one of the two Bosch 044 fuel pumps, the other feeding the engine.
As much work as has gone into this car over the past three years, it’s only the beginning of what is going to be a much longer journey and Josh’s plans for the car are numerous and substantial. “I want to do a front-mid-engine conversion,” he says matter-of-factly, “I’ve come this far so I might as well keep going,” he laughs, but that’s just scratching the surface. “I’m currently working on a secret E30 project and that’s going to pave the way for the 2002. I want to make the car more useable and more reliable, but no less crazy,” he grins. “I want to iron out the bugs, modernise the underpinnings to make it more enjoyable; for example, currently if I’m taking it to a show and it’s too far, I will trailer it, which takes away from the experience and I want to be able to drive it everywhere.” All this work isn’t just for Josh’s amusement, though, it’s for the benefit of his company, Under Development Motorsport, and some of what he’s made will be for sale there, like his short shift kit. “It’s billet and should fit everything from E21s to E9x models,” he says.
This 2002 is really an automotive expression of sheer joy and you can feel how much love and enthusiasm Josh has for this car when you talk to him about it. “It’s great to drive something that gets so much attention and that you genuinely built yourself, it’s just a great feeling,” he says with a smile. We can’t wait to see where he takes the ’02 and judging by what he’s achieved here so far, that E30 is going to be something really special too…
TECHNICAL DATA FILE #Wide-body 2.7 #BMW-2002 / #Alpina-B3 / #Alpina / #BMW-2002-Wide-body / #BMW-2002-Alpina / #BMW-2002-Alpina-2.7 / #7Twenty / #BMW-2002-E10 / #BMW-E10 / #BMW / #BMW-2002-Alpina-E10
ENGINE 2.7-litre straight-six #M20B27 eta / #BMW-M20 / #M20 / #M20B27ETA , M21 forged crankshaft, stage one cam, #Alpina-B3-2.7-chip , #K&N cone filter, honed intake manifold, #Magnecor ignition leads, custom engine mounts, 185cc injectors, custom stainless six-branch exhaust manifold, custom 2.5” exhaust with twin blast pipes, fully silicone-hosed cooling system, M50B25 radiator
TRANSMISSION #Getrag-260 / #Getrag five-speed manual gearbox, stage one clutch, custom gearbox mounts, E21 3.64 small case #LSD with custom-drilled output flanges
CHASSIS 9x15” ET0 (front and rear) #7Twenty-Style44 wheels in matt bronze with 215/45 (front and rear) Toyo TR1 tyres, #GAZ-GHA coilovers with adjustable top mounts, #GAZ front camber plates, front and rear strut towers raised 40mm, custom front anti-roll bar relocation and drop links, fully poly bushed and reinforced front and rear subframes, custom rear subframe camber and toe adjustment plates, custom gearbox and exhaust tunnels, reinforced sills and various other chassis bracing throughout, rear strut tower brace, Wilwood four-pot calipers and custom carriers with 260mm drilled and vented discs and E21 323i hubs (front), Mk1 Golf front discs with Mk3 Golf rear calipers and custom caliper carriers (rear), Hel braided brake lines (front and rear)
EXTERIOR Custom metal wide arches, custom front lip, bash bars, custom drag spoiler, custom racing livery, back-dated rear panel work to allow for round rear lights and fuel filler cap delete, custom quick release front clip for fast removal of front-end
INTERIOR #Cobra-Sebring-Pro seat, TRS four-point harness, #Driftworks quick release hub, #Momo model 69 suede steering wheel, custom dual fulcrum short shift, hydraulic handbrake, custom pedal box, sixpoint bolt-in cage, custom switch panel, 30-litre aluminium race tank in boot with surge tank and twin #Bosch-044 fuel pumps
THANKS Graham, Nicola and Hannah for all the support! All the @76build Instagram followers, all the other people showing love for the 02 and last but not least Thierry and Lewis at www.7twenty.co.uk. Cheers guys.
“From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationSIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car
Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.
Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.
“It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”
Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…
Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”
Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.
This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.
When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.
The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.
“The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.
The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.
The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”
The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.
The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”
Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.
“When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”
Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”
Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”
THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.
DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30
ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings
TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential
CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed
EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes
INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cardsStream item published successfully. Item will now be visible on your stream.
- Post is under moderationWords Davy Lewis Photography Jape Tiitinen
NEED FOR SPEED
This #1989-Audi-Coupe has evolved into, probably, the fastest car on the streets of Finland, with a 0-62mph of 2.3secs, and over 1100hp…
Flying Finn – 1100bhp Coupe
Over 1100bhp from this #S2-engine’d monster
It all started back in the winter of 2010 when I bought the car,” explains owner, Henry Riihelä. “I had a 350hp Audi Ur-S4 at the time and was planning to start tuning it to the extreme. Fortunately, my friend and one of the current IMSA-Sipoo team members, decided to sell his already tuned Audi Coupe quattro to me. The Coupe suited me much better anyway because it’s much lighter.”
The engine had already been done and it’s testament to the quality of the build that it still runs the same forged internals that were fitted by the previous owner in 2010. Even more impressive when you learn that it’s currently running 1102hp and 1043Nm at 2.9bar! “That is the one reason I believe the engine is still in one piece with the same internals,” says Henry, “because I always take logs from the ECU when I drive it hard and adjust things if necessary – it’s saved me at least one catastrophic engine failure.” The Coupe began with a Holset HX40S turbo and made a very healthy 662hp and 775Nm at 2.7bar on what was then Shell V-Power 99. The spec remained for a couple of years with Henry doing about 30,000km in it.
“Then in 2012 I changed to E85 fuel and with the HX40S made 698hp and 746Nm at 2.1bar.” However, the turbo was maxed out. Even so, the car ran 100-160km/h in 2.85secs and achieved 100- 200km/h in 5.3secs. “It killed a couple of fast 911 Turbo Porsches on the street – they were sold right after that,” laughs Henry.
Next came an HX50 in 2013, which Henry admits was an error “I should have gone straight for an HX55.” Even so, with some Toyo R888s fitted to aid grip and the Tatech ECU upgraded from a 6 to a 32, the now 840hp and 860Nm Coupe did 100-200km/h in 4.6secs and 200-300km/h in 12.1secs. “It outran some fast bikes on the streets,” smiles Henry. “But the rear drive shafts started to bend, so a set of billet items were made.” Fast forward to 2014 and some CatCams were fitted, together with solid lifters, while the turbo was swapped for the more capable HX55. “It made much more power at the top end, but it made the same boost at lower rpms as the HX50, so it was all win,” says Henry.
The car made a best figure of 1019hp and 985Nm at 3.16bar, but it was driven at a less stressful 2.9bar giving around 950hp all summer. Henry continues, “The best races were against a 308whp turbo GSXR 1000 and a 303whp turbo Hayabusa. We did a couple of races from 80-300km/h – the GSXR lost and the Hayabusa runs were dead even. We were all shocked. Nobody thought that this little Audi would be that fast – including me.” That summer. Henry took the Coupe to a non-prepped drag strip where he achieved a 9.9sec quarter mile at 240km/h. “It was a very hot day and I had not tuned the car for that kind of weather (so was running a bit less power), but it was still a real 9sec street car on a non-prepped track and street tyres,” says Henry.
Also that year, the car did 0-100km/h in 3secs, 100-200km/h in 3.9secs and a standing mile event with a top speed of 337km/h (209mph) before he ran out of gears. It was here that Henry chose to upgrade to a PAR Engineering dog box and sequential shifter, which he says, “Was a big mistake.”
Sadly the season ended even before it actually started. “First #PAR-Engineering sent the gearset six months late and in my second full pull on the street, the main shaft broke – I was pissed. So we quickly made an IMSA Sipoo main shaft with a bigger chevy spline and have had no issues with that. But the summer had already turned to autumn and the weather was cold, limiting traction.” Despite the cold weather, Henry achieved 0-100km/h in 2.3secs, which is damn impressive. He also discovered he could get all four wheels to spin at 200km/h (124mph). He went on to lay down some epic times – 100-200km/k in 5.5secs and 80-120km/h in one second dead.
This brings us to 2015, where a few other upgrades were deemed necessary. “We fitted an FHRA-spec roll-cage – the goal was that the car should still weigh the same once it was fitted – 1240kg.” This entailed saving weigh elsewhere, which included a composite tailgate with polycarbonate window (-15kg); the sunroof was removed (-16kg); excess removed from interior (-15kg); lightweight race battery fitted (-15kg). At this point a Quaiffe LSD was installed up front to aid traction, while the piston pins were changed to heavy-duty items (the old ones were starting to bend) and the exhaust manifold swapped for a larger item. The cylinder head was also ported to the max and the intake manifold was tweaked with larger valves fitted. “On the dyno, with same HX55 hybrid as last year, but less boost (2.9bar) we made 1102hp and 1043Nm.
And that pretty much brings us up to the present day. “Nothing special was done for 2016,” says Henry. “We changed to a Wavetrac LSD at the rear and by the start of the summer broke the PAREngineering 3rd gear due to the malfunction of the SQS shifter. The shifter never really worked well, so I had to change the H-pattern back.”
“My goal was always to make it the fastest car on the streets of Finland – an ultimate sleeper. I think I’ve achieved that now,” says Henry. But he’s not done, not by a long shot. “For 2017 my goals are an 8sec quarter mile and to achieve 0-300km/h in 11secs – both on a street surface, rather than prepped drag strip. I think I have achieved what I started out to do and made the fastest vehicle on the streets of Finland. I just have to get the new air shifter gearbox done – and if someone is faster I’ll have to order an HX60…”
SPECIFICATION #Audi-Coupe-Quattro / #1989 / #Audi-Coupé / #Quattro / #Audi-Coupe-B3 / #Audi-Coupe-Typ-89 / #Audi-Coupe-Quattro-B3 / #Audi-80 / #Audi-80-B3 / #Audi-80-Typ-89 / #Audi-80-Coupe / #Audi-AAN / #Audi-Coupe-Quattro-Tuning / #Audi-Coupe-Quattro-B3-Tuning / #Audi / #Holset-HX55 / #Holset / #OZ
Engine #AAN 2.2 5-cylinder, stock crankshaft (balanced, nitrided and polished), #Wiseco pistons and piston pins, #PO-Metal connecting rods, water jacketed cylinder block and head, #Holset-HX55 hybrid turbo, #Tial 60mm wastegate, IMSA Sipoo big exhaust and intake manifolds, 4,5in downpipe, 4in to 2x2,5in exhaust (side exit), butterfly valve to bypass mufflers when boost pressure goes over 1bar, #IMSA-Sipoo breather/catch tank system, #Cat-Cams camshafts with solid lifters, oversize intake valves, billet intercooler (as big as it can be), 1xVeyron fuel pump to surge tank, 2x #Bosch-044 to engine, #Bosch #Bosch-EV14 2200cc injectors, #Aeromotive FPR, #Tatech 32 ECU with special features: (rolling launch control, rev limiter by gear, shift cut by gear), 034 motor mounts.
Power 1102hp and 1043Nm @ 2.9bar on E85 fuel
Transmission 01E 6-speed IMSA Sipoo/PAR-Engineering dog box, SQS sequential shifter, Quaife front LSD, Wavetrack rear LSD, PO-Metal billet flywheel, Tilton 2-plate clutch with line lock for LC, Karpiola billet drive shafts, 034 transmission mounts
Brakes D2 8 piston calipers with 330mm discs (front), #Audi-S2 stock (rear)
Suspension #KW3 coilovers with stiffer springs, Whiteline rear sway bar, aluminium subframe pushings (rest polyurethane), reinforced control arms
Wheels & Tyres 8x18 #OZ-Ultraleggera with 225/40 Toyo R888 tyres
Interior Fully stripped with FHRA spec roll cage, Sparco racing seats, Vems wideband lambda and EGT gauges, shift light
Exterior RS2 front bumper with IMSA Sipoo front splitter, fiberglass trunk lid with polycarbonate glass, sunroof removed Tuning contacts/thanks IMSA Sipoo, Petteri Lindström and Antti Oksa, Tatu (Tatech), Check out YouTube: 4WDDR
“Nobody thought this little Audi would be so fast, including me”
“It killed a couple of fast Porsche 911s on the street”
Above: One very happy owner.
Left: Intercooler dominates the front.
Below: Cage and bucket seats.
Above: Big brakes and lightweight #OZ wheels.
Above: This monster gets used on the road.
Right: Side-exit tailpipes.
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- The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the story showing how the owner progressed with the build – lots of great information and a little window into the world of extreme power builds. And it’s another can from Finland – how come they build so many crazy Audis? Must be something they put in the water. Anyway, keep it up. More ...
- Thanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to doThanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to do with those long, harsh winters – nothing else to do apart from tinker away in the garage. More ...
- A correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs nA correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs not 5.5secs. Sorry Henry. And damn, that makes it even faster than we thought. More ...
- Post is under moderationRESURRECTION MAN AUDI 80 Retro-cool on a £3k budget
From scrapper to show car, this #Audi-80 has been transformed by a man with a mission… all for under £3,000. Words Davy Lewis. Photography AJ Walker. AUDI 80 Stunning resto, on a £3k budget.
There’s something about retro Audis that never gets old. Cars we remember from our youth, that have perhaps seen better days, are somehow cooler than their modern equivalents. Fact. How many times have you spotted a 1980s Audi in the street, smiled and thought “I used to love those back in the day?”
There are however a couple of challenges with owning a classic Audi. First up they’re rare beasts. Cars that are over 30 years old tend to be few and far between – many consigned to the big scrapper in the sky (something compounded by the ill-conceived scrappage scheme a few years back). Then there’s the issue with getting hold of parts due to Audi’s bizarre decision not to make parts available for older models. Consequently, classic Audis tend to fall into two camps: the tatty, unloved runarounds or barn finds, and the immaculately restored cars that have set someone back a small fortune. The fact is, to own a classic Audi requires serious dedication and a large dose of mechanical know-how.
Fortunately for James Wade, the owner of this Marrakesh brown Audi 80, he’s no stranger to building stunning cars. “My last car was a highly tuned S3 8L,” he explains. “You actually featured it back in issue 002, although the new owner claimed he’d done the work!” he laughs. So, let’s set the record straight here, the Imola yellow S3 from issue 002, was all the work of James – in fact he owned the car from when he was 23.”I spent over eight years building that and it was an absolute monster by the end,” he smiles. Power was well over 500bhp and it would spin all four wheels in fourth when the boost kicked in.
So how does someone go from a savagely powerful S3, to a more sedate 177bhp Audi 80? “I built it for something to do – that’s sounds terrible doesn’t it,” laughs James. “I’ve done all the work in my garage – as soon as the kids have gone to bed, I leave the missus watching the soaps and go and work on the car in my man cave.” Sounds like a great way to spend time to me. Of course, it also helps that there’s a tuned RS6 C5 saloon parked on the drive, so the 80 can be a more sedate and fun project (well for now anyway; he’s already forged the engine and fitted a GT28, so it’ll soon be running 350+bhp).
So how did he happen upon this rare, early 80s saloon?
“My mate, Ross, had bought it for the engine, which had been tuned; he planned to scrap the rest, until I said I’d have it off him for £300,” recalls James. “It was a proper nail – painted matt brown, with no engine or brakes and the interior was terrible,” he continues, “I showed it to my missus and she said ‘WTF?’” he laughs. A trip to the local scrap yard yielded a 1.8 20v AEB K03 engine, most likely out of a Passat or A4, which was duly cleaned up and dropped into the 80’s engine bay. It required custom mounts and the loom needed adapting to run with the newer coil packs and original fuse box, but it ran.
With no off-the-shelf suspension available, James set about creating his own custom made front coilovers, which were fitted with Aerosport coilover air bags, Chapman rear air struts and two-way paddle valves. It’s a simple set up that James says will need improving when he goes for more power. I have say that when it comes to air-ride, I think it’s always best on retro cars like this, rather than the latest S and RS models. It certainly looks effective with the BBS wheels tucked up in the arches. The wheels themselves came off a BMW and like much of this car, were sourced for a bargain price. The RC041 and 042s were face mounted with new bolts (041 faces on 042 barrels and vice versa) with billet centre nuts. They look absolutely spot on fitted up to this ’81 saloon.
The rest of the exterior has been left as OEM as possible, with the exception of a front splitter and an Audi 80 rear spoiler added. The matt paintwork looked like Steve Wonder had attacked it after a few beers, so the whole lot was prepped before being given several coats of silky BMW Marrakesh brown paint. Again, this subtle hue suits the angular 80s lines of this sweet saloon. Like everything else, this was all done in James’s garage – nice work fella.
Inside, you’ll find a pair of maroon leather front seats from an 80 B3 convertible, with the rears, door cards and parcel shelf trimmed to match. A Mk1 Golf steering wheel completes the period cabin.
So I bet you’re thinking this rare 80s Audi spends its life tucked up in a garage, only seeing the light of day on sunny weekends? Well you’d be wrong. “I give it death every single day I drive it,” laughs James. “It’s only running about 177bhp, but there’s 246lb/ft of torque available – it boosts hard and low, although there’s nothing top end.” But as already mentioned, only the downpipe is left to do on the forged GT28 upgrade and James will have a proper little weapon. With over 350bhp and only 900kg to pull, this Audi saloon should be plenty rapid.
The fact the whole thing has been done for under £3,000 just goes to show it’s not what you do, but how you do it, that counts. James didn’t set out to build an immaculate money-no-object show car; he did this to enjoy it and save another retro Audi from the scrap yard. The fact he uses it a lot makes it all the better – top work, fella!
SPECIFICATION #Audi-80-B2 / #1981 / #Audi-80 / #Audi / #1981-Audi-80-B2 / #AEB / #Audi-AEB / #BBS / #Audi-80-Stunning / #Audi-80-Stunning-B2 / #Audi
Engine 1.8 20v turbo ( #AEB / #Audi-AEB ) conversion, loom cut and modified to accept newer coilpacks and plug into original fuse box, rev counter adaptor, #K03-turbo , front mount intercooler, 2.5in boost pipework, #Bailey recirculation valve, #K&N air filter, custom engine mounts, 3in downpipe to a 2.5in exhaust, #Bosch-044 fuel pump, Golf Mk1 radiator
Power 177bhp and 250lb/ft
Gearbox Audi 80 1.8-litre gearbox, clutch and machined flywheel
Brakes #AP-Racing 4-pot calipers off an MGF, discs machined from 4x95 to 4x100 to fit, braided brakes lines
Suspension Custom made front coilovers fitted with #Aerosport coilover air bags, #Chapman rear air struts, 2-way paddle valves
Wheels #BBS-RC041 and 042 face mounted with new bolts, 041 faces on 042 barrels and vice versa, billet centre nuts
Interior Audi 80 B3 convertible maroon leather front seats, rear seats, parcel shelf, door cards and hand brake and gear gators trimmed to match, boost gauge, Golf Mk1 Wolfsberg steering wheel
Exterior Full re-spray in BMW Marrekesh brown, front splitter, pressed plates, #Audi 80 Sport rear spoiler
Contacts and thanks My Mrs and kids for not moaning too much, Ross Fox and Bryan Marland for advice and Retrospec+ for support
Above: Low ridin’
Above: 1.8T engine has had a
GT28 fitted since the shoot
Above: High speed action shot...
Top: Just look at that angular styling – love it!
Right: Interior now has leather and a Mk1 Golf wheel.
“It was a proper nail, painted matt brown with no engine or interior...”
Set up to cater for enthusiasts who love retro cars, but are not about the all out money no object builds, Retrospec+ is a welcoming bunch of car nuts. Headed up by Bryan Marland and James, you’ll find them at all the main shows. Check them out on Facebook.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationCONTINENTAL DRIFT
It’s become an international sensation but the heart of drifting is in Japan. That’s not to say you have to use a Japanese car, however; you just have to get a little creative… 400HP E34 M5 V8-powered drift 5 Series S62 V8-swapped E34 drift machine. Words: Daniel Bevis. Photos: Ade Brannan.
Drifting has come a long way from being the sole preserve of mischievous Japanese outlaws sneaking out for touge battles after dark. The sport has spread like wildfire across the globe, consuming everything in its path in a fug of dense tyre smoke. Of course, there are drifters and there are good drifters; any fool can kick a clutch and light up the rears but the true connoisseur has an ingrained knowledge of entry angles, balletic transitions, and all those technical tricks that are earned and learned rather than simply assumed.
Interestingly, the rise of the modern obsession with drifting neatly overlaps the demise of what archaeologists of the future will probably call ‘the fibreglass body kit era’. The modding fraternity’s enthusiasm for bolting massive, extravagant plastic addenda to humdrum shopping hatchbacks rapidly tailed off when they started seeing footage of big-power RWD cars atomising their tyres at high speed. And the timing of the fall of one phenomenon and the rise of the other is no coincidence. And Jeek Federico, owner of this slightly scary E34, straddles the two scenes rather effectively.
Now, it’s all very well teaching yourself to drift and honing a few cheeky skills, but it’s not like you can just do it out there on the Queen’s highway. You’ll be tugged by the fuzz in short order. And if you try to hang the tail out at Brands or Silverstone, you’ll be black-flagged straightaway, and probably blacklisted, too. But thankfully there’s a place on these innocent isles where such smoky shenanigans are actively encouraged: Driftland. It’s up there in Lochgelly in Scotland. Oh, and by chance, Jeek just happens to be the owner of the place. Handy, eh?
Driftland is the UK’s only dedicated drift venue, and it caters to all levels of enthusiasts who prefer to do their driving while looking through the side windows; seasoned veterans are welcome, but Jeek also runs a fleet of 15 or so E36 Drift School cars. Naturally he needs something pretty boisterous for his own car as well, to act as a showcase for all the place offers. And that’s where this E34 comes in. “I was looking for something to replace my E39 540i drift car that I’d owned for years,” he recalls. “I tried a few different Japanese models but hated them all. I’d known of this particular car for quite a few years and it came up for sale at just the right time; it had all the best bits of a big V8 German beauty that I loved, mixed with the agility and weight of a nimble Japanese car.”
Aha, you’re intrigued now, aren’t you? Because, you see, this isn’t just a strippedout travelling salesman special – it’s a custom-engineered lightweight with a German heart and a Japanese soul. The front end of the car is pretty much all Nissan S14 200SX, converted to run a JDM steering rack rather than the heavy old steering box. And the commitment to weight saving throughout the car is extensive and farreaching; even the single-wiper conversion runs an E46 Compact motor to shave off a few grams.
But don’t go wringing your hands just yet. It’s not all Japanese. Take a look at what’s going on under the bonnet, for example: the eagle-eyed and nerdy of engine code will have recognised this as an S62B50 – the hyperactively enhanced variant of the solid-as- a-rock M62 that you’d usually find under the bonnet of an E39 M5 (or, for those of a more exotic persuasion, the retro-futurist Z8 – y’know, the car James Bond sawed in half in that questionable 007 movie). This is a mighty motor, offering 400hp in factory tune; it’s got eight individual throttle bodies, hollow camshafts, and it’s just peachy.
“These engines don’t need a lot of modification,” Jeek assures us. “I’m running Huxley Motorsport exhaust manifolds and an Alpha N map with MAF delete but, aside from that, it hasn’t been messed with and it makes a solid 401hp.” He’s got it running through a five-speed manual ’box with a super-lightweight flywheel (this isn’t like a lazy, rumbling American V8, it’s an eager revver), while a Helix paddle-clutch makes short work of those fourth gear clutch kicks.
As you might imagine, the chassis that underpins all of this culture-clash fury is a bit of a mixed bag – part German, part Japanese, but all awesome. “The brakes are from an R33 Nissan Skyline at the front,” Jeek explains, “along with an E36 M3 Evo pedalbox and cylinder. The rear end is all E34 540i – it’s running zero camber to give perfect tyre wear and maximum grip from those 265/35s at 15psi.” Custom Apex coilovers suspend the thing, and you’ll find a variety of oriental flavours in the mix, too, from the likes of Tein and Doritech among others. The overriding theory behind the build is to ensure that every element of the car is focused on doing its job correctly; there’s nothing superfluous here, it’s all just hell-bent on destroying tyres in the most aesthetically alluring way possible. “The plan with it was always just to have fun, wreck tyres, and do huge top-of-fourth-gear smoky skids, all while advertising my business,” laughs Jeek. And his sense of fun is palpable throughout the E34. Sure, it’s aggressive and mean, but it’s also a little bit mischievous.
The choice of wheels presented a bit of head-scratching, not least because the car’s running different PCDs on either axle: 5x114 front and 5x120 rear. “I have always been a fan of dish and width,” he says. “My old E39 ran 10”-wide Rondels all-round, so the new car’s wheels had to be beefy specs, as well as being easily replaceable in the event of one getting damaged. I opted for the STYLE49 wheels from 7Twenty, in 10x17” on the front and 10.5x18” on the rear.”
They certainly complement the gorgeous paintwork very well. If the colour’s left you scrabbling through your memory banks of all the paint codes, it’s actually a Citroën shade named Whisper Purple. “I originally bought the car from my mate at Jankes BMW Spares,” says Jeek. “It was high off the ground, had crap wheels, and a terrible paint and sticker scheme. I had the body and paint all sorted out by the good guys at Toole Design. Along with the paintwork, the car was lowered and received a set of side skirts and a 1980s Zender splitter. The paint’s definitely my favourite thing that’s been done, as it looked rubbish before.”
While the look may be pin-sharp and ready to mingle with the heavies, it’s important to remember that this E34’s real party piece is its extraordinarily light weight. “It weighs just 1150kg wet,” Jeek explains. “To put that in context, that’s about the same as a new Fiesta.” Just absorb that fact for a moment: imagine a new Fiesta with 400hp, then consider the fact that they’re not even rear-wheel drive… the dedication to weight saving has been relentless and ruthless here.
“The theme for the interior was, quite simply, race car,” he grins. “There’s nothing in there that the car doesn’t need. That steering wheel is actually a genuine carbonfibre item from one of Ken Block’s M-Sport Focus rally cars. There’s also a pair of Motordrive seats with Driftland-branded harnesses (because sometimes you need to scare a passenger), a hydraulic handbrake, extinguishers, and that’s pretty much it.”
Which, of course, is just as it should be. The base car was a non-sunroof 530i but there’s not a whole lot of that left here now, aside from the essential silhouette. The attention to detail stretches way into the recesses that you wouldn’t spot, too. All the underseal has been scraped from the underneath, which has been painted grey, while the insides are a complementary grey and blue. Everything about the car screams purpose, but at the same time it’s a very considered build. The perfect tool, in fact, for advertising Driftland.
Is it the ultimate BMW drift car, then? Has Jeek nailed it this time? “Ah, I don’t know,” he considers, scratching his chin thoughtfully. “I often think about what the next car might be, but I’m not sure what could be better – this engine in a 1M shell maybe? Or maybe some V10 M60 goodness?”
It’s a moot point for now, however, as this shouty workhouse is a harsh taskmaster. “It got quite crashed up this year, so it’ll be getting some fibreglass rear quarters made up, and at the same time the car might end up a different colour, as well as going a little lower,” he confirms. “And, hey, if money were no object, a flat-shift sequential and a supercharger would be nice.” Well, if this E34 is as effective an advert as it is a drift car, those dreams may well be coming true before long.
The plan was always to have fun, wreck tyres and do huge skids, all while advertising my business.
Interior has been stripped-out and fitted with a Huxley Motorsport roll-cage plus a pair of Motordrive seats
TECHNICAL DATA FILE #BMW-S62 / #BMW-V8 Drift / #BMW-E34 / #BMW / #7Twenty / #BMW-5-Series / #BMW-5-Series-E34 / #BMW-5-Series-Drift / #BMW-E34-V8 / #BMW-E34-S62 / #BMW-E34-V8 / #BMW-M5 / #BMW-E34-Drift
ENGINE AND TRANSMISSION 4.9-litre #V8 #S62B50 / #S62 , #Alpha-N map, new shells, Huxley Motorsport exhaust manifolds, #Doritech exhaust system (with V-bands for quick removal), #TTV-Racing lightweight single-mass flywheel with custom paddle and #Motorsport-Helix cover plate, 35-litre alloy tank underneath rear floorpan with #Bosch-044 pump and pressure gauge in bay, five-speed #ZF gearbox, 3.23 welded diff
CHASSIS 10x17” 5x114 (front) and 10.5x18” 5x120 (rear) #7Twenty-STYLE49 wheels, #Nissan-GTS 320mm fourpot front calipers with ventilated discs, 540i rear calipers with ventilated discs, rear subframe reinforced with adjustable camber and toe, #Powerflex bushes, front subframe modified to use Nissan steering rack, bottom #Nissan arms, front Nissan knuckles with adaptors to use #BMW wheels, #Doritech knuckles for extra lock, #Tein tie rods, #GKT-Tech castor arms and GKT Tech lower arms, hydraulic handbrake with 0.650 Wilwood pump, #Apex custom coilovers – 10/8kg damping adjustable
EXTERIOR E34 530i non-sunroof shell, Citroën Whisper Purple paint, underside painted grey, inside painted grey/blue, side skirts, #Zender splitter from the 1980s
INTERIOR #Huxley-Motorsport roll-cage with extension to front turrets, #M-Sport/Ken Block carbon fibre steering wheel, E34 #BMW-M5-E34 instrument cluster and kick plates, #Motordrive seats, #Driftland harnesses, Coolerworks gearshifter, power steering cooler, #Lexan windows, flocked dash, M3 Evo servo and pedalbox, extra gauges for oil/water temperature/oil pressure/fuel, flick switches, custom wiring with fuse/relay panel, single wiper conversion running E46 Compact motor, #Zero-2000 plumbed-in extinguisher, 1kg hand-held fire extinguisher, small battery with fibreglass box and cut-off switchStream item published successfully. Item will now be visible on your stream.
- 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 moderation/ #Audi RS4 B5 with a 5-cylinder engine / Words Davy Lewis / Photography Andreas S Jansson and Bjorn Eirik Odegård
This track-prepared RS4 is running a #5-cylinder-engine that makes 939hp – now there’s something a bit different…
RS4 B5 940hp 5-cylinder swap
Doing things differently is a risky business. Get it right and you’ll win the respect and admiration of your peers. Get it wrong however, and people will tear you apart on social media. This couldn’t be more relevant than in the car scene. From choice of wheels, to the tricky subject of rear wings – an upgrade that wins the internet with its ingenuity and originality is only a hairs breadth away from a total balls-up that incites derision and hate. People are funny, eh?
So where am I going with this? Well, one of the most fiercely loyal of all Audi enthusiasts are the RS4 B5 guys. Many view this as the only true RS4. The real deal. The big kahuna. The daddy. And you know what – I’m inclined to agree. There’s something about that wide arched, 2.7 biturbo-powered avant that is bang on the money. Never mind the fact that most of them will spend an inordinate amount of time in the garage, simultaneously emptying your wallet and making you cry into your Aldi value beans (cos that’s all you’ll be able to afford as a B5 owner). But, they’re a passionate, dedicated bunch and I applaud that.
So what on God’s earth are they going to make of an RS4 with a naughty secret under its bonnet? You see, this track-focussed RS4 has a cylinder missing. Or, to put it more clearly – it has one less cylinder than it should. But why would anyone remove a perfectly good V6 biturbo and replace it with an old five-pot?
Well, for starters the V6 wasn’t perfectly good. The owner had been through numerous turbos and frankly he was sick to the back teeth of removing the damn thing to fix it. The B5’s engine may be a masterpiece when working well, but get a recalcitrant unit that has frequent issues, and you too could grow to hate it. Add to this the fact that Aslan Eshanov is based in Norway and it becomes clear. These guys don’t think like us.
They go their own way, which is why so many insane cars appear from the frozen lands of northern Europe. Anyway, when you’ve got a nice five-cylinder sitting in the garage, it would be rude not to make use of it. But there’s more to this story than a simple track project build…
The RS4 was actually impounded by the police after they discovered it had a false chassis number. Aslan was prosecuted and fined 23,000 euros (the price of the car’s import tax to Norway). Gulp. So, he hired a lawyer and fought the case in court, proving it was the previous owner who had committed the fraud. However, after a total of 60,000 euros had been spent, Aslan was told that he still could not use the RS4 on the road unless he paid a further 23,000 euros. “I could not afford to do this, so I decided to build a full track car,” he says. So before anyone shouts, “what a waste of an RS4” – it was either build a full-on track weapon, or it would never be used at all.
The project began in July 2014 in Aslan’s basic, unheated garage with only ordinary tools. “I worked a lot in the summer, but not so much in the winter as it was -20 outside and still -10 in the garage.” He spent around 14 months on the car, having to work much of the details out for himself as well as fabricating many bespoke parts.
You can read the full engine spec on the last page of the feature, but it’s based around a 2.5 TDI block, with forged rods and pistons. There’s an AAN cylinder head and CatCams that allow this strong bottom end to withstand a 10,000rpm rev limit. Everything needed to be strong, because Aslan likes to give it a serious kicking. You may have seen videos of it being nailed sideways around the track at various Gatebil events.
Watching this RS4 performing brutal four-wheel power slides never gets old and with 939hp on tap, it’s some crowd pleaser. Listening to that beefy, Precision turbo snorting and chuffing away, accompanied by the roar from the 3.5in exhaust really is something special. It’s a raw, unrestrained sound that is all the better for being produced by an engine with an odd number of cylinders.
Thankfully, the outside has been left pretty much OEM. The only additions are a Leon Cupra front splitter, some tow straps and US-spec side marker lights. The fact it isn’t covered in some crazy livery or emblazoned with sponsor’s logos, only adds to the appeal of this RS4.
Inside it’s a different story. The dash remains, but pretty much everything else has been removed to make way for a comprehensive roll cage and the fuel system, mounted in the boot. There’s even a rear-mounted radiator, inspired no doubt by the Group B cars of the ’80s. Sensibly, Aslan has installed a firewall, to keep himself away from the fuel system.
The wheels are as wide as possible to allow for maximum traction – they measure a girthy 10.5x19in all round, wrapped in 275/30 semi-slick track rubber. However, a set of 18in Rotas are used for drifting with smaller 235/40 tyres.
There’s plenty more to come from this rather immense RS4. It’s an unconventional car, with a chequered past, but there’s no denying that it is 100% savage. Aslan reckons there’s another 200Nm of torque to be had, so it’s set to become even more of an animal on track. It’s a shame it can never be used on the road in Norway, but I guess that means that it’s never going to be a compromise. This RS4 is all about going insanely fast (often sideways) and for that, I give it a big nod of respect.
SPECIFICATION / #Audi-RS4-B5 / #Audi-RS4 / #Audi-A4-B5 / #Audi-A4 /
Engine Self build 5-cyl 2.5 20v Turbo, 2.5 TDI long block from 94-97 A6 (same block as Transporter T4) with custom CP-service pistons and #Rosten-Performance H-profile rods, #Audi-Ur-S4-AAN cylinder head from S4 C4 91-94 rebuilt to mechanical lifters and #CatCams for higher lift on valves and can run 10,000rpm, modified #AAN intake manifold from 2.2 20v S4 C4, Nuke fuel rail with 1600cc #Bosch injectors, custom exhaust manifold for B5 with 5-cyl engine, #Precision / #Precision-6466CE turbo, Tial 60mm wastegate, #Tial Blow-off valve, 3.5in exhaust all the way and 2x 3.5in tailpipes (Diesel look), 4in intercooler, big oil catch tank with return line for oil back to the oilpan, #Autronic-SM4-ECU , Audi R8 coils, #Accusump oil accumulator (stabilizes the oil pressure in engine)
Transmission OEM RS4 B5 transmission, OEM drive shafts, Tilton 2-plate clutch good for 1500hp
Power 939.8bhp and 983Nm at 2.3bar of boost on E85 fuel
Brakes RS4 B7 brakes in front, OEM rear brakes, hydraulic handbrake
Suspension #Øhlins 3-way coilovers, #H&R ARBs front and rear, #PowerFlex bushings / #Öhlins / #Ohlins-Racing
Wheels & Tyres #BBS-CH / #BBS 10.5x19 with 275/30x19 semi slicks, OEM RS4 and Bola B1 (Rota grid) drifting wheels with 235/40x18
Interior OEM dash, #Sparco / #Sparco-Pro-2000 black seats, Sparco 4-point red belts, full “rally” roll cage, rear mounted radiator with water pump in boot, 3x #Bosch-044 fuel pumps for E85 fuel, 60-litre fuel cell, Nuke fuel catch tank, 2x #Nuke fuel filters, firewall between boot and rear of cabin
Exterior Leon Cupra front spoiler, US side marker lights, tow straps, tinted windows, OEM paint
Tuning contacts/thanks Tuned by #RFS-Performance in Norway. 939.8bhps and 983Nm at 2.3bar of boost on E85 fuel (not finished with the tuning, need to adjust cams to push out around 200Nm more)
Top: Cheeky on-road shot of this epic track car
Below: The plate gives the game away...
Left: Rear firewall and extensive roll cage Below Left: Interior is driver focused.
Bottom: Just a regular RS4...
Above: Aslan kicks the RS4’s arse on track.
Action photographs: Bjorn Eirik Odegård
Below: Rear-mounted cooling system.
“The RS4 was actually impounded by the police...”
Below: View through the rear window gives the game away.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationKEEPING IT REAL Turbo M50 E30.
UK two-door is the perfect blend of style and pace. #BMW-3-Series / #BMW-3-Series-Coupe / #BMW-3-Series-E30 / #BMW-3-Series-Coupe-E30
What was once an unassuming #BMW-318i-E30 / #BMW-318i has been comprehensively transformed into a turbocharged beast. Words: Aron Norris. Photos: Scott Paterson.
The BMW E30. Some would say it’s flavour of the month. Others would say it’s their favourite ’80s BMW. Perhaps the infidels among us might even say it’s a little bland. Wherever you stand on the E30, you can’t deny that those Claus Luthe penned lines have aged very, very well. Like a fine wine, these Bavarian compacts are becoming hot property amongst collectors.
Whilst concours classics might be some people’s idea of BMW perfection, others, like Steve Foxall, prefer to use a stock car as a template, a blank canvas if you will. Whilst the 1983 318i you see here might look all sweet and innocent at first glance, there’s a secret lurking. If you’re an OE concours purist, look away now…
Now, when Steve bought the E30, it was in pretty good stock condition because the previous owner had it repainted 12 years ago, which meant Steve could get straight onto the fun of making the 318i his own, something a little less, er, 318i. This is a true driveway project car. Let’s be straight here, it doesn’t take much to make an E30 look great. With those handsome ’80s lines it almost seems perverse to suggest messing too much with BMW’s original formula much at all. I mean, the OE Schwarz black really gleams against the chrome bumpers and trims, all as you would expect I suppose.
Visually, the E30 has lost a few stock items and gained some choice add-ons, but nothing terribly drastic. The front numberplate and foglights have been deleted, which neatens things up nicely, making way for a Jimmy Hill front lip and M Tech 1 rear spoiler to add some ’80s indulgence. There are no wide arches here, nothing untoward you might say. Well, until you peer under the bonnet, that is…
You see, from the very beginning, Steve knew the original M10 engine in his 318i formed no part of his future plans. His vision was always to build a turbocharged sixcylinder M50 beast. Never again would this be a well-behaved practical car. Nobody wants that anyway, right? As luck would have it, Steve managed to find a 1993 E36 325i donor at the scrapyard, which meant things were coming together rather nicely. Operation strip down could begin. Goodbye M10, it was nice knowing you. The donor #M50B25TU powerplant was to provide the perfect base.
For the geeks out there, TU stands for ‘technical update’ which means variable valve timing, i.e single Vanos to you and me. In preparation for the turbo, ARP big end bolts, head studs, race mains, big end bearings, valves, springs and rings were thrown into the mix and a 0.120” MLS Cometic head gasket to lower the compression. Stock pistons, crank and block more than do the job, having been honed to reliably deliver an impressive level of tune.
In order to fulfil his turbo dreams, Steve knew he’d need a fully custom manifold, so a twin-scroll setup was built for his Holset HX35 turbo with 12cm housing. With everything in place, the next step was to build an exhaust. No surprises for guessing that, again, Steve went for a custom setup, this time a Hard Knocks Speedshopfabricated 3” downpipe and exhaust with hidden tip. Continuing the custom fabrication theme, an E34 oil pan (with turbo drain) was shortened and widened to keep the little E30 nicely lubricated at all times. While the old 318 lump was out, Steve took the opportunity to completely smooth and weld the bay, with a fresh helping of Schwarz paint to spruce things up. Blood, sweat and tears ensured the new engine would to take centre stage in the bay, and quite rightly, too.
With the engine taking shape nicely, Steve’s attention moved towards the transmission. His dream M50 build was mated to a Getrag 260 gearbox with a lightened and balanced M20 flywheel to improve throttle response. An uprated six-puck composite clutch, Sachs 618 pressure plate and M3 release bearing were acquired to more effectively handle the increase in power, along with a lightened and balanced propshaft. Steve got in touch with Hack Engineering to order a solid prop ring and the good guys over at SS Autowerks were called upon to provide a set of solid transmission mounts for the build.
To keep everything running just so, Vems management was purchased and a completely custom tucked wiring loom was fitted in the freshly smoothed and painted bay. After some testing, tweaking and mapping, Steve’s E30 was almost ready for action.
Next on Steve’s radar was chassis and handling. The steering rack was swapped out for a Z3 item with custom linkage and a 3.64 LSD was rebuilt with Porsche plates (for tighter locking). Braking was sharpened up with uprated pads and discs, teamed with a Porsche 944 brake booster and braided hoses. SS Autowerks was again involved with the build, supplying BC coilovers with custom springs, front and rear. For a fast road setup, fully polybushed, this car both looks savage and handles as it should.
In the wheel department, the E30 needed grippy tyres, so the obvious choice was to kill two birds with one stone and bolt up some girthy Schmidt TH Line three-piece splits with Toyo rubber. These 16” beauties in staggered 8.5” and 9.5” fitment suit the E30 a treat. Polished dishes with silver centres contrast beautifully with black bodywork.
With over 350hp on tap, this little black beauty is lively on the road to say the least. In fact, the truth is you have to be on the ball just to keep it in a straight line. This is pure man and machine stuff. If you overcook it, there’s no computer to save your bacon, as this car will make you pay for any mistake or lapse in concentration.
The interior of Steve’s E30 is pretty minimalist. You won’t find anything more than you need here. With the focus of this car well and truly centred on the driver, you’ve got a Nardi steering wheel, Delrin shifter, Recaro Pole Positions with TRS harnesses and a custom half roll-cage. That’s it. There’s no fuss – just as it should be with this type of car.
The original black leather interior just didn’t cut the mustard on B-road blasts, so Steve was on the lookout for a pair of replacement front seats and the black cloth Recaros were the perfect upgrade whilst keeping things simple. The rear seats were binned to save some weight and the battery was moved to the boot by using an S2000 mount with shut off. The interior changes have kept things period-correct, which is a definite winner and suit the E30 down to a tee.
Steve’s E30 is testament to home-brew engineering and modification. It might look like a regular E30 from the outside but, make no mistake, this is a driver’s car which will quite happily trounce most modern competition in the performance stakes. There’s something very grass roots about this car and we love it.
Stunning polished Schmidt TH Line 16s are the perfect wheel choice for the E30.
M50 has been treated to a whole host of internal mods plus an HX35 turbo with custom manifold and exhaust system. The bay has been beautifully smoothed.
DATA FILE #BMW / #M50-Turbo / #BMW-M50 / #BMW-E30 / #BMW-E30-M50 / #M50B25 / #Getrag
ENGINE 2.5-litre straight-six #M50B25TU / #M50 , 0.120” #MLS-Cometic headgasket, #ARP big end bolts and head studs, race mains, big end bearings, valves, springs and rings, stock honed pistons, crank and block, custom twin-scroll exhaust manifold, #Holset-HX35 turbo with 12cm housing, #Tial-BOV and wastegate with screamer pipe, custom shortened and widened oil pan based on E34 pan and turbo drain, semi-solid custom engine mounts, A/C delete, PAS delete, switched #Bosch-044 in-line pump with Siemens 660cc injectors, Vems management with custom wiring loom completely tucked, 3” downpipe and exhaust with hidden tip by Hard Knocks Speed Shop, Mishimoto switched 14” fan, intake elbow and aluminium E36 fan with header tank delete
TRANSMISSION #Getrag-260 five-speed manual gearbox, M20 lightened and balanced flywheel, Sachs 618 pressure plate, custom six-puck composite clutch, M3 release bearing, Hack Engineering solid prop ring, custom transmission brace, #SS-Autowerks solid transmission mounts, lightened, balanced propshaft, 3.64 LSD rebuilt with Porsche plates for tighter lock
CHASSIS 8.5x16” (f) and 9.5x16” (r) #Schmidt-TH-Line Lines with #Radinox dishes and 195/40 Toyo TR1 (f) and 205/40 Nankang NS2-R (r) tyres, BC coilovers supplied by SS Autowerks with custom springs, fully polybushed, reinforced subframe, Z3 steering rack with custom linkage, Z3 short shifter linkage, underside running gear completely rebuilt, shot blasted and powercoated in gloss black, 944 brake booster with braided lines all-round, uprated pads and discs with stock calipers
EXTERIOR Engine bay totally welded smooth, battery tray delete, front foglight delete, M Tech 1 rear spoiler, Jimmy Hill front lip, genuine blue tinted mirror glass, custom front numberplate delete
INTERIOR Delrin gear knob, Stack oil pressure and oil temperature gauges, rear seat delete and carpeted, black headlining, Recaro Pole Position seats with Recaro sliders and custom seat mounts, TRS harnesses with reinforced chassis mounts, custom half roll-cage with reinforced chassis mounts, Nardi steering wheel, battery relocated in boot using S2000 mount with shutoff
THANKS Fourseasons, SS Autowerks, RollHard (www.rollhard.co.uk), Hack Engineering, all my mates who helped
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- Steve Foxall’s Turbo M50 E30 Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’Steve Foxall’s Turbo M50 E30
Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’s stunning UK machine, as it really is an awesome build and proved very popular with all of you, and with good reason. We saw it in person at a couple of shows and it was a real head-turner, not least of all because of what’s under the bonnet. At its heart is an M50B25, swapped into a wire-tucked bay, with a Holset HX35 turbo strapped to it for plenty of power. There’s also a removable bonnet to show the whole lot off. BC Racing coilovers deliver a sizeable drop over a set of gorgeous, fully polished 16” Schmidt TH Lines, while the interior has been treated to, among other things, a pair of Recaro Pole Position seats and a gorgeous Nardi wood-rimmed steering wheel. The perfect blend of elegant, classic style and serious power, it’s pretty much E30 perfection in a nutshell.
- 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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