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    HARDCORE 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.
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    NEW-MATIC #BMW

    Supercharged, bagged and running crazy-wide 18s, this Stateside E46 M3 Convertible really stands out from the crowd. There aren’t too many M3s that can claim to use simple pressurised air to create a completely new standard in E46s – meet Keith Landucci’s supercharged, aired-out convertible. Words: Ben Koflach. Photos: Chris Umali.

    Belly scraping ride height, fag paper fitment, 493hp at the wheels… oh, and a drop top for the summer. The M3 has always been an everyday supercar slayer; a car that can be as comfortable driving to the shops as it is tailgating Ferraris at the Nürburgring or settling into a 160mph cruise along the autobahn, but Keith Landucci’s E46 is taking things to a new level.

    The 27-year-old New Yorker has owned this particular example for just over two years now, during which time it’s undergone quite a transformation: “I purchased the #M3 from Craigslist from a guy upstate,” Keith told us. “It’s been a car I’ve wanted since I was 16 – I’ve just always had a thing for M3s. It was completely stock bar a set of 20” Vossens.” Keith spends his days spannering for Lexus, but in the evenings and at weekends his services go out to all of the stance family in New York – fender rolling, coilover fitting and just about everything associated are what Keith really enjoys, and so it was obvious where his car was headed.

    “My work is all about dropping cars and rolling fenders to get that ideal fitment so my first big modification for the car was a set of Broadway Static coilovers with custom spring rates – it got the car sitting very nicely but just wasn’t ideal for New York roads and I always wanted more power out of the car. After getting over ‘static life’ I went for bags to achieve the perfect fitment and a supercharger to gain some more power.”


    Not one to do things by halves, Keith purchased a Bag Riders V2 air setup and took the M3 down to renowned fabricator on the VW scene, ‘Swoops’. As a specialist in hardline setups and many other forms of fabrication, the E46 benefited from a full hardline setup with a simple but perfectly executed boot build, housing a large colourcoded tank and twin #VIAIR compressors, along with a pair of Kenwood subs. “I just wanted it simple and clean,” commented Keith. “I did the air install, Swoops did the hardlines in the trunk and made the mounting board for it all.”

    With the suspension all dialled in to perfection and at this time riding on #BBS RSs, Keith could get that added performance hit that he had been after all along. Within a month of the suspension being changed to use pressurised air, the engine was modified to do the same with an ESS supercharger to force-feed it boosted air. The kit that he went for was the 550hp rated version which uses the tried and tested Vortech V3Si compressor along with the usual host of ESS goodies; larger injectors, a reconfigured breather system, CNC brackets and pulleys, a cast aluminium intake manifold and a chunky air-to-air intercooler. As well as all of this it comes with the necessary flash loader to put ESS’s own map on to the M3’s #MSS54 ECU.

    With Keith’s spannering skills, he soon had the kit fitted, and chose the transformation as a great opportunity to rework the exhaust system, too. US-spec E46 M3s came fitted with power-starving exhaust manifolds which housed catalytic converters, dropping them 10hp in the book figures and not doing any favours to the driving experience. These were first to go, and Keith fitted AP tubular headers in their place, with a Supersprint centre section bolted to the back of them. The final component was a Top Speed back box to seriously let the S54 scream; the noise really is quite something.

    “When I drove it after fitting everything there was a huge difference!” Keith grinned. “I had the car dyno’d shortly afterwards and it made 493 wheel horsepower and 326lb ft of torque.” For the initiated among you, let me save you breaking out the calculator – that’s approximately 570hp at the flywheel – impressive stuff for a supercharger kit that is rated at 550hp with Euro manifolds.

    The final step with Keith’s build was to get the bodywork looking flawless. His M3 was originally Alpine white and though he wanted to keep it white in colour, he had a bit of a twist in mind. “I’ve always been a fan of white, but I wanted something brighter that just popped,” he told us. “A shop around me called Impressive took on the work.”

    Keith’s wish list was lengthy, and included some challenging touches. First up, the front bumper was to be replaced with a Vorsteiner CSL version, with the CSL’s distinctive intake hole blanked out and the tow hook cover smoothed over, too. The rear end had already benefitted from a CSL diffuser, but this was to be smoothed into the bumper. Finally, the rubstrips were to be removed and smoothed and the Vorsteiner CSL bootlid was to receive a once-over too. And the colour? He went for Lamborghini Bianco white, which as you can see really does pop as he’d hoped.

    As you can imagine, with Keith being a such a stance king, he’s a bit of a wheel whore too. The M3 has had countless sets of rollers, including the aforemention BBSs along with Work VSS splits, Work Equips, CCW Classics, square 19” OEM wheels – you name it, Keith’s had it under his arches. His latest setup, however, smashes everything else out of the water. What you’re looking at are VIP Modular VXS610s, measuring a frankly ridiculous 11x18” up front and 12x18” at the rear, with offsets in the single figures. As you can no doubt imagine, squeezing these under even the M3’s bulbous arches was quite a task, but all part of the plan – Keith’s running some pretty serious stretch along with around six degrees of negative camber up front and a ridiculous nine degrees at the rear. It’s all part of the game, and the final result is something that understandably leaves plenty of jaws dropping almost as low as the car itself.

    Keith’s M3 may not be for everyone, but there’s no denying that he has covered plenty of the bases with his build. It has the looks to die for without sacrificing quite all of the practicalities, he’s got plenty of comfort and it also has the performance to kill just about any competition he comes across on the tough streets of NYC.

    That sounds pretty good to us but Keith, as ever, is far from done. “For next season I’m doing cams, redoing the interior with a roll-cage and of course, more wheels!” he grinned. This is one M3 project to keep your eye on…


    DATA FILE #BMW-E46 #BMW-M3 #BMW-M3-E46 #BMW-M3-Cabrio #BMW-M3-Cabrio-E46

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S54 / #S54B32 , ESS VT550 supercharger kit (consisting of #Vortech V3 Si-trim supercharger, front mount intercooler, cast aluminium intake manifold, high capacity bypass valve system, mandrel bent tubing, self tensioning belt system, #CNC brackets & pulleys, oil breather system, silicone hoses, #ESS fuel pressure system, Bosch injectors, #K&N air filter, ESS software with removed top speed limiter), AP cat-less headers, Supersprint midpipes, Top Speed back box, six-speed manual.

    CHASSIS: 11x18” ET8 (front) and 12x18” (rear) ET6 VIP Modular VXS610 wheels with in 235/35 (front) Falken and 285/30 (rear) Nankang tyres respectively. Bag Riders V2 air suspension with custom system and hardlines. CSL front brake setup using 345mm discs, standard rear brakes.

    EXTERIOR: Full respray in Lamborghini Bianco white, #Vorsteiner CSL front bumper with blanked/smoothed air intake and tow hook cover, one-piece carbon fibre CSL splitter, #Vorsteiner-CSL bootlid, smoothed-in CSL diffuser, shaved door mouldings, shaved tow hook covers, colour-matched hardtop, blacked out headlights with LED angel eyes.

    INTERIOR: OE tan leather interior, Alcantara-trimmed steering wheel, carbon fibre and chrome handbrake handle, AEM boost and AFR gauges, custom boot build housing air components and twin Kenwood 12” subwoofers.

    THANKS: All of my customers for their support in choosing to come to me to get their work done. Without them I’d be broke and wouldn’t be able to have the build at the level I have it at.

    Stunning VIP Modular 18s measure an outrageous 11” wide up front and 12” at the rear.

    Boot build has been beautifully executed, with hardlines and colour-coded tank, plus twin 12” #Kenwood subs.

    Interior is home to fetching tan leather and a number of Alcantara and carbon goodies.
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