- Post is under moderation912hp from four cylinders? Turbo S14-powered E30 will blow your mind.
912hp turbocharged #S14 E30
We’re not sure what’s scarier: building a 912hp turbocharged S14 E30 or driving it. Neither experience is for the fainthearted… Words: Elizabeth de Latour. Photos: RonV Photography.
Let’s talk about specific output. Whatever horsepower figure you may lay bragging rights to, generally speaking it doesn’t matter how you got there, all that matters is what you’ve actually got. We all love power and having lots of it is great. But, what impresses everybody is making a lot of power from a little engine. Big V8s with big turbos are awesome, we’re big fans, but to get a small engine to produce some big numbers takes an inordinately large amount of effort and it’s something that elicits the universal respectful head nod because you have to be pretty flipping hardcore to go down this route. Surely only some sort of madman would attempt to extract 900hp from a 2.3-litre, four-cylinder S14? Surely?
Well, in this case only a Maatman would attempt to do that. Tim Maatman, that is. Tim Maatman is hardcore. One glance at his purple monster of an E30 should tell you that. The car you see before you started out life as a shell, with no interior and no engine. It did have the Sport body kit already attached but that was it. Tim bought it off a friend and it was crying out for a greater purpose in life. That purpose was to serve as the host for a turbocharged engine, which itself had started out life in Tim’s E30 Touring and had been built up to 430hp. However this wasn’t enough to slake his thirst for power and so the past two years have been dedicated to the evolution of that original turbo engine concept into the beast of a powerplant you see before you here.
Okay, Tim probably had a life around all that engine building but the idea of him locked away like a mad scientist working on his doomsday machine is the one we’d like to stick to.
This mental image is given weight when Tim tells us that he’s done most of the work on the car himself. As you can imagine, a project like this requires a huge amount of work and most of that has been poured into the engine. It really is an incredible thing to look at, that engine, so industrial, mechanical and more than a little bit intimidating. It’s like the rest of the car has been built around it as some sort of containment system trying to rein in all that raw energy.
The road to turbocharged S14 glory begin with Tim swapping his Touring’s original M40 to a slightly more potent M42 and the addition of a turbo running a KMS MP25 management system and, later, H profile con rods and turbo pistons. So far, so good. At least it was for a few weeks until the head cracked. “I spoke to John at KMS and he offered me an alternative: to supplement the parts ordered and my M42 engine for an S14 engine they had ready for a turbo,” Tim relates. “It was such an attractive offer that I couldn’t say no! The S14 was just fitted with CP turbo pistons while the other parts of the S14 were OEM, even the head gasket and head bolts. I picked up that engine and connected the MP25 management and an exhaust system made with a Precision 6262 turbo and it made 430hp at 0.8bar of boost.”
Tim was happy, as any of us would have been, and ran the car in that configuration for a couple of years, taking it to his local drag strip numerous times with his personal best being an extremely impressive 11.7sec quarter-mile. But Tim had developed a taste for power and he wanted more…
“I came into contact with Pure Performance Factory in Sweden and started to collect all the turbo information on the company’s forum. I then began buying all the beautiful parts I needed for a major renovation because I wanted at least 700hp,” Tim explains with a grin.
The first incarnation of the new engine was ready in 2014 and Tim headed over to DP Engineering to see how much power he was making. “Over 680hp the V-belts were flying off and started breaking and we managed to hit 745hp before anything broke,” Tim continues. “I then fitted a larger turbo, a Precision 6466 dual ball bearing Gen 2, and we hit the dyno again; we started out on the old wastegate spring, which had held 0.8bar at 500hp but with the bigger turbo the boost creep caused this to shoot up to 1.3bar and on the first full run it made 700hp. This was not according to plan and less power than before so I changed the wastegate spring and this time we hit 850hp. Pieter at DP Engineering asked me how far I really wanted to go so I told him that 900hp is a nice number, so he started increasing the boost. At 1.9bar the engine made 880hp and at 2.0bar it hit 912hp and 685lb ft of torque so we stopped there; we then did numerous runs for fine tuning and the day ended with a big smile.” We’d be equally happy if we’d just come away with 912hp from a turbocharged S14. And, if you want to talk about specific output, that works out at 397hp/litre, which is eye-watering stuff. Absolutely awesome.
The final spec list for this S14 is nothing short of astonishing but you’d expect nothing less from an engine making this sort of power, especially one this small. The engine runs the stock S14 crankshaft, although it’s been polished and balanced, along with H-profile con rods, CP pistons and an oil pump modified as per DTM specs. Larger intake and exhaust valves have been fitted as well as PPF valve springs and a custom PPF cam, adjustable camshaft pulleys and an S50B32 chain tensioner.
We’ve mentioned the monster Precision turbo above and it sits on a custom manifold, sucking in air via a massive 130mm BMC cone filter and it runs a Precision 46mm wastegate, 50mm PPF blow-off valve and a custom 3.5-inch exhaust with a single Simons silencer while the exhaust itself exits under the offside sill.
A massive 600x300x100mm front-mount intercooler helps to keep the intake air temperature down and it all feeds into the engine via a custom aluminium intake. As you’d expect from a car like this, the boot is filled with the E85-based fuel system, with a 45-litre Jaz fuel cell, twin Bosch 044 fuel pumps, and a number of Nuke Performance components including a Y splitter, fuel filter, fuel rail with four massive 2200cc Bosch motorsport injectors, FPR and vacuum station.
Building your 900hp engine is one thing but keeping control of all that power is another matter altogether. And with so much effort having been expended under the bonnet you’d be shocked if Tim had scrimped elsewhere. Don’t worry, he didn’t…
Step one was to sort the transmission because there’s a hell of a lot of power and torque trying to get to the rear wheels and you need something strong enough to cope with all of that, especially when drag racing, as Tim planned to. The gearbox in this E30 is an E60 530d six-speeder mated to a lightweight PPF 6kg chromoly flywheel, a Sachs motorsport clutch rated to 811lb ft of torque, and a custom propshaft by DriveteQ. An E28 M535i 210mm diff has been fitted, modified by Hardeman Motorsport with 30º/45º ramp angles and 75% locking, along with custom driveshafts and uprated CV joints. On the suspension front, KW V2 coilovers have been fitted up front along with GAZ camber plates from Hardeman Motorsport. At the rear you’ll find AVO drag coilovers with compression and rebound adjustment and rear camber and toe adjustment for maximum grip, Ireland Engineering anti-roll bars all-round, Powerflex rear subframe bushes, and Tim’s also carried out a five-stud conversion allround. The benefits of this are two-fold: it means he can run those extremely sexy AC Schnitzer Type II Racing wheels; more importantly, it also means he can run his 334mm Tarox discs with Porsche Brembo four-pot calipers up front on custom brackets with Ferodo DS2500 pads. The rears haven’t been forgotten about, sporting E30 Touring calipers (as they have a slightly larger piston), Tarox discs and Ferodo DS2500 pads with Goodridge hoses fitted all-round. Now often when a car is built for outright performance, aesthetics take a bit of a backseat. However, when you’re starting with an E30 you’re starting with a car that can’t help but look good, especially when it’s wearing the Sport kit like Tim’s is. Painting it Daytona violet certainly hasn’t done any harm either. The front spoiler has been drilled for lightness, there’s a lightweight Einzel Motorsport bonnet, and a Hartge rear spoiler as well.
The interior is most definitely all business and we like the fact there’s nothing glamorous here: it’s all about making this E30 light, safe, and giving Tim somewhere to sit while he pilots it down the drag strip. There are no carpets or doorcards but neither are there are fancy metal chequer plate floor sections or lightweight door panels; there’s just bare metal and wires. The dash has been flocked and there’s a plethora of Stack gauges mounted where the central air vents would be to enable Tim to keep an eye on boost pressure, fuel pressure, oil pressure, the oil temp and EGT. There’s also an OMP steering wheel, a pair of single-piece Toora buckets with QSP fourpoint harnesses, plus a full, TIG-welded chromoly steel roll-cage.
With 912hp and weighing just 1130kg, thanks to Tim’s extensive weight reduction programme, this E30 has 807hp per ton, more than any road-going Koenigsegg, Porsche, Lamborghini or Ferrari. This means that when Tim gets the chance to take it down the strip it’s going to be absolutely insane. Until he gets there he’s been enjoying it on the street: “It’s nice on the highway, the acceleration is delicious!” Of course, if you think 912hp is enough, you’re wrong because Tim is already thinking of more power, as he tells us: “There is still more to come with this setup. Four digits would be nice, though there are other things that I would like to do first, like install a carbon diffuser, the cage needs a little work, and I may even also go for methanol injection. My goal was always to build a nine-second car and I will achieve that. The question is ‘when’? If the engine survives this season then maybe in winter 2016/2017 I’ll try for 1000hp and then this project will be closed.”
For a minute Tim looks deep in thought. “Given that I know I can build up an S54 to 1500hp I wonder if it would fit in the engine bay with a turbo on it?” he questions. We get the feeling he’d be up for finding out. For now, though, he’s got 900hp of turbocharged E30 to enjoy on the street, in sprint events and on the drag strip. And while building it may have been daunting, we wager that driving it is going to be an awful lot of fun.
TECHNICAL DATA FILE #BMW / Turbo / #BMW-E30 / #BMW-E30-Turbo / #S14B23 / #S14-Turbo / #BMW-S14 / / #BMW-3-Series / #BMW-3-Series-E30 / #Precision / #CP-Carrillo / #Bosch-XR4CS / #VAC-Motorsport / #AC-Schnitzer-Type-II-Racing / #AC-Schnitzer / #BMW-M3 / #BMW-M3-E30 /
ENGINE 2.3-litre four-cylinder S14B23 from E30 M3, polished and balanced S14B23 crankshaft with 84mm stroke, #ARP-2000 main studs, ARP block girdle, H-profile con rods with ARP 2000 bolts, CP Carrillo 94.5mm pistons, 9.0:1 compression ratio, HD piston pins, #Athena cut-ring head gasket, M52B28 piston oil squirters, modified DTM-style oil pump, 39mm Supertech Teflon-coated intake valves, 33mm #Supertech Inconel exhaust valves, S50B32 valve buckets, uprated PPF valve springs, custom PPF 283/283 11mm/11mm camshaft, adjustable camshaft pulleys, BMW S50B32 chain tensioner, engine blueprinted, 7.0-litre sump with VAC Motorsport oil pan baffle, custom T321 steel turbo exhaust manifold, aluminium intake, #Precision-6466-DBB-Gen-2-V-Band .82 AR turbo, Precision 46mm wastegate, PPF 50mm blow-off valve, 130mm BMC Twin Cone filter, 600x300x100mm tube and fin intercooler, three-inch intercooler piping, Samco connectors, 3.5-inch exhaust with single Simons silencer and exhaust tip exiting from sill, #Mocal oil cooler, Griffin aluminium radiator, Goodridge hoses and connectors, Jaz 45-litre fuel cell, 2x Bosch 044 fuel pumps, Nuke Performance Y-splitter, fuel filter, fuel rail, FPR and Vacuum Station, 4x Bosch motorsport 2200cc fuel injectors, #Goodridge PTFE AN08 feed, Goodridge PTFE AN06 return, Flex Fuel sensor (not connected), E85 fuel used, VEMS ECU, 2x EGT, Lambda, fast air temperature sensor, turbo back pressure logged, custom cam sensor, MAC four port boost control valve, Bosch XR4CS spark plugs, VAG coils, Moroso spark plug wires
POWER AND TORQUE 912hp (2bar) @ 7500rpm. 685lb ft of torque (2bar) @ 6600rpm
TRANSMISSION E60 530d six-speed gearbox, PPF 6kg chromoly flywheel, Sachs 811lb ft motorsport clutch, DriveteQ custom propshaft, #Hardeman-Motorsport E28 M535i 201mm diff with 30º/45º ramp angles and 75% locking, custom driveshafts, uprated CV joints
CHASSIS 8.5x17” (front) and 9.5x17” (rear) AC Schnitzer Type II Racing wheels with 215/40 (front) Toyo or Zestino semi-slick tyres and 255/45 (rear) Dunlop SP9000 or Zestino semi-slick tyres or Hoosier D06 9.0/26/15.0” drag racing slicks, #KW-V2 coilovers with adjustable rebound (front), #GAZ camber plates, uniballs and M3 supporting arms, AVO drag coilovers with compression/rebound adjustment (rear), rear camber/toe adjustment Ireland Engineering anti-roll bars, #PowerFlex rear subframe polybushes, five-stud hub conversion, Porsche Brembo four-pot calipers with custom brackets and #Ferodo DS2500 pads and Tarox 335x32mm discs (front), E30 Touring calipers with Tarox discs and Ferodo DS2500 pads (rear), Goodridge brake hoses (f&r)
EXTERIOR Daytona violet, M Tech II body kit, #Hartge boot spoiler, lightened front bumper, Einzel Motorsport fibreglass bonnet
INTERIOR Full chromoly TIG-welded roll-cage, flocked dashboard, Stack boost pressure, fuel pressure, oil pressure, oil temperature, exhaust gas temperature gauges, OMP steering wheel, Toora bucket seats, Samsonas H-pattern shifter, QSP three-inch four-point harnesses, VEMS app on tablet/phone
THANKS Thanks to my friend Robin Kal for helping with building my engine, Pieter Oonincx from DP-Engineering for mapping the car, Gerben Vlogman and Robin Langeslag for all the custom machined parts, my wife Chantal for all her help with money and all the times I was away from home!
“It’s nice on the highway the acceleration is delicious!”
“At 2.0bar the engine hit 912hp and 685lb ft of torque so we stopped there”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationTHE HERETIC
Sticking a supercharged Honda-S2000 engine under the bonnet of a 2002 might sound like heresy, but it makes for one hell of an awesome machine. Classic looks with a modern heart make Elliott Norris’ supercharged 2002 the ideal track day warrior to drive round the Alps… Words: Mike Renaut. Photos: Matt Richardson.
We heard Elliott Norris’ 2002 approaching before we saw it… and that’s quite a trick with a car this brightly painted. So, why a 2002? “I’ve always loved them,” replies Elliott. “I love the shark nose and the profile – it’s a perfect little car. It’s also the first car you drive in the Forza 4 Xbox game.” Curiously, that’s more or less the way this car developed. In the game you put in a different engine, add performance parts, make the car lighter, then paint it a bright colour. Elliott has turned that armchair build process into reality.
His garage contains immaculate, stock examples of a 1974 2002 Turbo, a 1988 M3 Evo II, a 1987 M635 CSi and a 1973 3.0 CSL. He’s also got an M2 on the way, so it’s a slight surprise to learn this BMW sports Honda power. “I spotted the car on eBay in 2012,” explains Elliott. “It’s been changed pretty dramatically since then though. I bought it for fun and I paid about £8000. It’s a genuine 2002 and it came with the Honda S2000 engine and gearbox in factory tune part-fitted.
“I wanted a car I could drive to the track, race, then drive home again,” explains Elliott. “It will never go anywhere on a trailer. It’s already been round Europe twice – that’s how I develop it. It’s a perfect size to drive around the Alps. But then I took it around the Spa circuit and it turned out a temperature sensor wasn’t working so the engine was detonating the whole time. Of course, being a Honda it didn’t break but it was obvious it would need a rebuild. I thought that, as we were stripping it, I might as well add a supercharger.” Well, it makes perfect sense to us… Although, on opening the bonnet, we have to question the presence of the Magic Tree air freshener in the engine bay. “I kept getting fumes leaking into the interior,” laughs Elliot. “I bought four different flavoured air fresheners to attempt to discover the source of the leak!”
But back to the serious business of power. “With the standard S2000 running gear it was putting out about 220hp,” Elliott continues. “Now we’ve added the Rotex S2000 supercharger on a full-race engine with a slightly smaller blower pulley it’s currently got 382hp and 306lb ft of torque. It would be nice to go to 400+ brake with a bigger pulley.
When it was mapped it had 388hp at the wheels but I’ve since fitted a more restrictive exhaust – the old one was basically like a bit of old drainpipe.”
A custom-made Hayward and Scott stainless steel exhaust now resides under the car, connected to a bespoke manifold. The change was to quieten the beast a little, since race tracks weren’t happy with decibel readings of 110 or more! “I had a Decibel Devil fitted to get on the Nürburgring but half way round it spat it out onto the track…”
In the nicest possible way, this car is an odd mix. It’s loud and raw with dizzying acceleration but there’s also a comfortable interior with a heated windscreen (it genuinely does get used all year round) and a USB port on the dashboard. It’s got quality carpets and custom-made doorcards. There’s also hand-made brushed aluminium inserts and a roll bar that’s mainly an anchor for the race harnesses. “I’d like a full cage but I think they’re dangerous for road driving if you’re not wearing a helmet,” Elliott says.
We suggest that the car reminds us of those limited edition, lightweight race versions that Porsche or Mercedes are always releasing, and Elliott agrees: “That’s part of the feel I was after.” To get the car like this he sought a lot of expert advice along the way, as he explains: “Hanger 111 managed a lot of the initial build, particularly the interior and suspension work. The suspension it came with was shot. The front dampers were so poor it constantly locked the front wheels. My research led me to Ireland Engineering in the US and we fitted its full race dampers and spring strut braces.
“The body was shabby when I got it so I stripped it down. It had 2002 Turbo arches and front spoiler but we fitted a Group 2 body kit after we widened the wheel track.”
The paintwork was tackled by the man who Elliott trusts to do all of his car’s bodywork: Robin Middleton of RJM Body Repairs in Stowmarket. “Fitting the bonnet pins was tricky,” remembers Robin. “I only had one chance to drill them but I had to take account of the way the front-hinged bonnet opened. The wheels also took a lot of time as at first they were touching the arches with the steering on full lock. I bought two new front wings then cut them up to fit the wide arches. At once point I all but begged Elliott to let me raise the front by just two millimetres for extra clearance but he wouldn’t let me.
“I also blended in the rear valance around the exhaust pipe and cut the front spoiler to fit the intercooler. Elliott wanted the beltline trim removed so I filled the mounting holes. He gave me a tight deadline and I worked through a bank holiday to get it done on time. Elliott wanted Inca orange paint from the 1973 BMW palate so I scanned it to get the exact shade and then finished it in lacquer. The car came out really nicely. I’m still waiting for Elliott to give me a ride in it though!”
When Elliott first installed the supercharger he immediately noticed the original S2000 gearbox was crunching when shifting between first and second. “Basically it couldn’t handle the power of the supercharger,” he explains. So it was pulled out in favour of a quick-shift Quaife 69G sixspeed that was built to cope with 750hp and allows shifts without lifting off the accelerator – meaning you’re hurled forward without any break in momentum. “It changes gear in 0.3 of a second. However, it’s since been fitted with helical gears as, much as I love the sound of straight-cut gears, they’re difficult to use in traffic and I’m also keen to keep my hearing,” grins Elliott. “Thanks must go to Lee at Auto Shack who has a great mind for altering things. He fitted the Quaife gearbox and put up with my constant crazy schemes.”
The steering column from a Vauxhall Corsa mates to a Quaife quick rack originally intended for a Peugeot 205, but with an ECU kit from DC Electronics the electric power steering is now fully mappable and changes the amount of assistance offered according to torque input and output. It even has a super-light mode for parking in tight spaces – see what we mean about it being a roadfriendly race car?
The custom ‘Ketzer’ badge on the bootlid is the German for ‘heretic,’ while those Honda badges on the front wings came from a motorbike and are a relatively subtle hint that things are no longer standard underneath. More obvious are the BBS E50 wheels. “They were originally highly polished until I drove it round the Alps,” admits Elliott. The wheels were narrowed recently from eight-and-a-half inches on the front down to seven, and nine inches on the rear to eight-and-a-half, meaning the car now turns-in a lot better. “Since the BBSs are true split-rims we just moved the front inner barrels to the rear and replaced the front inner barrels with new ones. The main issue being the larger width was reducing the steering lock due to clearance. Running a narrower wheel has meant we now have the full lock back.” Although it’s cured a lot of the understeer Elliott mentions, it’s made the 2002 a lot harder to drift. However, surely Elliott hasn’t spent all this time building a fast road/track car only to now use it for drifting? “It was built to handle but not necessarily to grip,” he tells us. “It was designed to be a driver’s car. It’s purely about entertainment and having fun in any race event, but it was certainly never about setting lap times.”
An E30 325i rear axle with an E30 M3 differential puts down the power, although Elliott has to be careful, as he explains: “The rear squats massively under hard acceleration – it actually hits cat’s eyes in the road.” Wilwood disc brakes on all four corners haul the 2002 down from those supersonic speeds.
“A fully-mappable Emerald ECU means I can alter the engine map for regular fuel, race fuel, and ‘big flames from the exhaust on liftoff’ mode.” Of course, the upgrades meant the engine’s thirst for fuel has increased dramatically – so much so that a full race fuel system was required including a baffled tank with a swirl pot. The tank is now topped up via a cap in the boot. “I often get announcements over the tannoy at petrol stations because they think I’m pouring petrol straight onto the floor of the car,” grins Elliott. That means the original fuel filler in the rear wing is now redundant. “I was toying with putting a comedy springy snake in there in case anyone ever opens it…” he chuckles.
The body is all steel with the exception of the fibreglass bonnet, although Elliott says: “I might go back to a steel one. The fibreglass tends to vibrate at speed.” The latest addition to the car is a genuine new old stock Autoplas rear window louvre. “They’re super-rare. I found it in Latvia still in the original box.”
One of the few standard parts remaining is the handbrake mechanism. “I haven’t changed it but I should – it’s rubbish.”
Also not quite up to par is the speedometer, which decided to break on the way to the photoshoot meaning we couldn’t get any performance times. But Elliott knows 60mph comes up in under four seconds and, having experienced the car’s wall of acceleration, we completely agree. We hit 60mph in less time than it took to write this sentence (and I type with four fingers!). “It will outrun a new Porsche GT3 on a track,” says Elliott.
Generally the car has been very well received, although not by everyone. “I took it to a BMW Car Club meet and two guys told me it was the most horrible car they’d ever seen,” he laughs. However, given that Elliott already owns some quick cars including a Plymouth Superbird (go on, Google it), a Noble M12, and a 2011 Caterham he built himself (and in which he has recently won a race series), is he impressed with his 2002? “It’s an on-going labour of love, most of the modifications had to be done twice. I’m not sure I’d do it again – as I’ve spent well over ten times the original purchase price. If I was going to change it then I’d alter the look of the rear arches – there’s too much space between the tyre and the arch – but I’m not going to lower it since it sits just right. The suspension still requires some tweaking. I want the handling perfect for track use and it’s not quite there yet. With the supercharger fitted it needs more damping but currently they’re not adjustable and heat ingress is still a problem. But on the plus side it’s the most frightening car I’ve ever driven.”
Interior has been trimmed by Corbeau and fitted with a half cage and GT8 front seats with TRS harnesses.
DATA FILE Supercharged S2000 / #BMW-2002 / #BMW-2002-Supercharged / #BMW / #Rotrex / #Honda / #BBS / #BMW-2002-E10 / #BMW-E10 / #BMW-2002-Honda-S2000 /
ENGINE AND TRANSMISSION 1997cc #Honda-F20C engine from S2000, #Rotrex-C38-81 supercharger, #TTS mounting kit with eight-row poly vee pulleys, #CP-Carrillo 10:1 comp pistons, #Brian-Crowler steel con rods, #Deutsche-Werks 1000cc injectors, #Rotrex-supercharger oil system, reservoir, filter and radiator, #Emerald-ECU with dash switchable mapping, custom-made #Hayward-and-Scott stainless steel exhaust manifold and exhaust, pro-alloy baffled fuel tank with swirl pot and pumps, #Quaife-69G sequential ’box, E30 325i rear and M3 large case diff. 382hp, 306lb ft
CHASSIS 7x16” (front) and 8.5x16” (rear) #BBS-E50 three-piece magnesium wheels with 195/45 (front) and 215/40 (rear) Toyo Proxes TR1 tyres, #Ireland-Engineering race dampers, springs, strut braces and anti-roll bars, #Quaife Peugeot 205 quick rack with #DC-Electronics mappable electric #PAS
EXTERIOR Inca orange paint, Group 2 body kit, 2002 turbo front spoiler, Autoplas rear window louvre
INTERIOR Smiths gauges in custom dashboard, custom centre console, interior trimmed by Corbeau, GT8 front seats with TRS harnesses, BMW 635 rear seats, colour matched stitching and upholstered in Alcantara, half cage
THANKS Hanger 111 (www.hangar111.com), RJM Body Repairs (www.rjmbodyrepairs.co.uk / 01449 771962), Auto Shack (01394 548675)
Custom-made Hayward and Scott exhaust manifold connects to custom exhaust system; Magic Trees helped trace the source of fumes leaking into the interior.Stream item published successfully. Item will now be visible on your stream.