- Post is under moderationWILD 600HP E36 Elite D’s turbo’d 3 Series
This Elite Developments 600hp E36 is the result of years of development and a love for all things turbocharged… Words: Ben Koflach. Photos: Steve Hall.
Elite Developments’ turbo E36
THE BOOSTED ELITE
The E36 328i Sport is a car that’s been appreciating in value of late. However, six years ago they didn’t quite have the same worth and so made the perfect project base for Steve Dixon, owner of BMW-specialised tuning shop Elite Developments. Steve’s plans soon escalated from a simple reworking to a complete overhaul, complete with a 600hp turbocharged heart…
“I bought the car off eBay completely unseen. It was down in Bognor Regis,” Steve explains. “At the time it was really difficult to get a 328i Sport as there wasn’t many of them for sale. I contacted the guy and made him an offer based on his description of the condition and the pictures on eBay. I then took a four-hour train journey from Essex to go and get it. It was a completely mint, standard car, as described. I was looking for one to convert into a drift car.
“Initially my plans were just to weld the diff and put some coilovers on it, and that was it. I fitted the coils while my mate welded the diff. It was just going to be a daily drifter but then we went to Gatebil 2012 and saw that nearly every BMW there was running a turbo M5x engine. That got me thinking…
“After speaking to a few of the locals about how they’d done it, I came to the realisation that building a turbo #BMW wasn’t as hard as I first thought. Then came the process of pricing up all the bits I needed.”
The 328’s alloy-block M52 isn’t the perfect base for turbocharging as they tend to allow the head to lift and generally aren’t as strong as iron block variants, so Steve sourced an #M50B25-non-Vanos engine and set about making a hybrid of the two. This meant using the M50 block, head and pistons but with the M52’s crank and rods, creating a 2.8-litre M50 – an ‘M50B28’ as they’re often known. The bottom end was tied together with coated big-end bearings and ARP bolts, with #ARP studs and a Cometic 0.140” multi-layer steel head gasket used up top for a drop in compression and an increase in reliability.
The end result is an engine about as strong as it’s possible to get without going for fullon aftermarket forged rods and pistons – perfect for Steve’s plans for big boost.
“The hardest part was trying to source a right-hand drive turbo manifold as nobody seemed to sell one,” Steve explains. “This is why we started to design what is now the Elite Developments cast RHD turbo manifold. It took three years to create but we are now very happy with the final product.”
The Elite Developments manifold was formulated to fit all M5x engines that use a four-bolt-per-cylinder pattern, fitting around all of the steering and usual headache areas and allowing bottom-mount fitment of any T3-flanged turbo along with an external wastegate. Steve’s particular setup uses a Garrett GT3582R turbo and a Tial 38mm wastegate, pushing boost through a 600x300x80mm intercooler and into the M50 intake manifold.
Air is sucked into the turbo through a K&N filter, while fuelling is taken care of with Siemens 60lb injectors and a Walbro 255lph pump. To keep oil temperatures in check, Steve’s used an S50 oil filter housing converted to run AN lines, which are linked to a Mocal oil cooler. A neat product from Elite Developments allowed the intercooler and oil cooler to be bolted into the E36’s front end without any troubles. To control the whole thing Steve’s used a VEMs standalone ECU with the result being a dyno-proven 495hp and 480lb ft at 0.8bar. Steve has since had it mapped to run at 1.5bar which should be good enough for around 600hp.
All that power is well and good but without being able to transmit it to the ground, it’s useless. Steve retained the strong five-speed ZF gearbox that came with the 328i, with a six-paddle ceramic clutch sandwiched between it and the boosted M50. Out back is a 328i Sport 2.93 LSD, rebuilt for a 40% lockup and braced into position to guard against failure.
The final step of getting power to the ground is, of course, the wheel and tyre setup. The E36 isn’t always the easiest car to get a wide tyre onto but Steve solved that with a set of ABS plastic rivet-on arches from US firm Hard Motorsport. These have allowed the comfortable fitment of 8.5x18” front and 10x18” rear Rota Grids wrapped in grippy 235/40 and 265/35 Yokohama Advan AD08s respectively. Not only do they look great but they enable fast progress when the M50 comes up on boost. The arches offer a rub-free fit, too.
The chassis setup has seen plenty of work to get it all working happily, both when travelling in a straight line and sideways. Before anything was bolted underneath it Steve took care of the usual E36 weak spots using parts raided from the Elite Developments stock room. Subframe mounting and trailing arm pocket reinforcement plates were welded into the shell, with the front crossmember reinforced to stop the engine mounts tearing themselves free.
To get the steering lock that Steve needed for drifting, TND extended lower arms and modified hubs were fitted, along with BC Racing coilovers and an E46 330i brake setup. At the rear Steve used BC Racing again to convert the suspension from a shock and spring setup to a true coilover one, adding adjustable camber arms to get the setup dialled-in. Finally the whole lot has been polybushed and Steve’s added a BMW front lower crossbrace as well as GCFabrications front and rear strut braces to stiffen the shell.
Another element that adds stiffness is the Safety Devices roll-cage, nicely painted in contrasting Porsche GT3 RS green – aside from that the interior doesn’t contain a great deal as weight reduction has been the main aim. The rear firewall has been nicely blocked off with an Elite Developments plate and there’s a supportive Recaro bucket for the driver, complete with four-point harness.
Recent additions to the exterior have included a genuine Rieger carbon-fibre GT splitter and a new Elite Developments product: a huge rear wing. However, sadly, since our shoot Steve has actually broken the car for parts, moving his M50 turbo experience onto a cool new project – a Techno violet E34 525i.
Steve’s E36 goes to show that we can all get carried away – even the simplest intentions can turn into a far bigger project than originally planned, especially with a little inspiration from overseas. It also shows how experiencing a problem can turn up a great solution – Elite Developments’ turbo manifolds have now been selling for almost a year, helping RHD BMW drivers all over the UK solve the somewhat historic issue of steering clearance when running a turbo. From a hardcore E36 drifter Steve’s now looking to add some turbocharged flair to his old-school Five, and we can’t want to see what happens next.
“We saw that nearly every BMW there was running a turbo M5x engine. That got me thinking”
DATA FILE / #BMW-Elite-Developments / #BMW-E36 / #BMW / #BMW-E36-Elite-Developments / #BMW-328i-Sport / #BMW-328i-E36 / #BMW-328i-Sport-E36 / / #BMW-328i-Elite-Developments / #Elite-Developments / #BMW-328i-Elite-Developments-E36 / #Rota-Grid / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E36
ENGINE ‘ #M50B28 ’ #non-Vanos , #M50B25 block and head, #M52B28 / #M50 / #BMW-M50 crankshaft and con rods, M50B25 pistons, performance coated main bearings, performance coated big-end bearings, ARP rod bolts, #ARP head studs, #Cometic 0.140” MLS head gasket, Elite Developments RHD turbo manifold, #Garrett-GT3582R turbo, #Tial 38mm wastegate, #K&N filter with #GCFabrications heat shield, ram air feed from foglight, AC #Schnitzer exhaust, #Siemens 60lb injectors, #Walbro 255lph fuel pump, #VEMS-ECU , Mocal oil cooler with AN lines, S50 oil filter housing, #Vorschlag nylon competition engine mounts
TRANSMISSION E36 328i five-speed #ZF-manual-gearbox , six-paddle ceramic clutch, Elite Developments bolt-through polyurethane gearbox mounts, #IRP shifter, 328i Sport 2.93:1 LSD fully rebuilt with 40% lockup, diff brace
CHASSIS 18x8.5” (front) and 18x10” (rear) #Rota-Grid-Drifts with 235/40 (front) and 265/35 (rear) Advan Neova AD08 tyres, Elite Developments wheel stud conversion, full #BC-Racing coilover setup with 12kg front and 8kg rear spring rates, TND modified hubs for extra lock, TND extended lower arms, adjustable camber arms, polybushed throughout, Elite Developments front subframe reinforcement kit, Elite Developments rear subframe reinforcement kit, Elite Developments rear trailing arm reinforcement kit, Elite Developments rear topmount reinforcement kit, #BMW-Motorsport front crossbrace, #GC-Fabrications front and rear strut braces, E46 330i front brakes, E36 M3 Evo brake servo and master cylinder
EXTERIOR Rieger carbon fibre GT splitter, Hard Motorsport rivet-on wide arches, Elite Developments rear spoiler, foglight air intake
INTERIOR Safety Devices roll-cage painted in Porsche GT3 RS green, Elite Developments rear firewall block-off plate, Recaro driver’s seat, AEM wideband AFR gauge, Defi boost gauge
CONTACT www.elite-d.co.ukStream item published successfully. Item will now be visible on your stream.
- Post is under moderationPorsche 944 Evo
The 1980s 944 may have not have been as critically acclaimed as the 911, but this one can certainly eat more than a couple for breakfast.
RETRO RIDE: PORSCHE 944 TURBO. WORDS: Daniel Bevis. PHOTOGRAPHY: Ben Hoskin.
TIME LAPS Ill-informed bores have been slagging off the Porsche 944 for far too long. It’s time for someone to redress the balance…
Old skool 8-valve lump is modified to perfection… although Patrick is building a newer 16-valve unit as we speak.
In this world nothing can be said to be certain,” said Benjamin Franklin, “except death and taxes”. That’s what’s known as an immutable constant, a perennial given. But his scope isn’t really broad enough, is it? The universe is packed with such generalisations, harnessing received wisdom to propagate the myths of pseudo-truism. Dropped toast always lands butter-side-down, cats always land on their feet, decrepit billionaires always have hot young wives with plastic embellishments… and, as any ill-informed pub bore will tell you, the 911 is the only Porsche worth having.
These are the sort of dumbwads who’ll gleefully refer to any other model from the marque’s history as a ‘poor man’s Porsche’ – surely one of the most execrable phrases a person can utter. It’s absurd. The new Cayman GT4 could tan many a contemporary 911’s backside all day long, and this behaviour resonates through Stuttgart history. The much-maligned 924, for example, was actually a peach of a thing with a gorgeous chassis. (And if that pub bore berk uses the phrase ‘van engine’, be sure to grab him by the hair and rub his face in the complementary peanuts.) Its successor, the 944, was rather a rum cove too; a luxury-sports poppet with lusty, bigcapacity four-bangers and oodles of puppylike eagerness. It fairly strained at the leash to go horizon-chasing.
Of course, there will always be naysayers and negative nellies. The 911 fanciers (you know, the ones who’ve never actually driven them but have seen them on Top Gear) will still want to put the boot in to the poor, misunderstood 944. But sod that – life’s too short for that sort of negativity, so we’re cranking this argument up to the next level: behold, the Porsche 944 Evolution.
OK, sure, this isn’t a production-spec 944 – quite a long way from it, in fact – but you are reading a modified car mag after all, you knew exactly what you were getting into. What we’re looking at, in essence, is the final and definitive answer to the question of the 944’s credibility. What began as a car that was already of little trouble to the weighscales now finds itself liberally adorned with such ounce-shavers as carbon-fibre doors and polycarbonate windows, and its power output has spiraled to an otherworldly 505bhp at the wheels. There is much to trouble the laws of physics here.
When you scratch beneath the surface, you’ll find two indelible words at its core like ‘Herne Bay’ through a stick of rock: Time Attack. And all suddenly swims into focus. ‘But wait – what exactly is Time Attack?’ we hear you ask. Well, that’s a good question, thanks for joining in. The answer, in short, is this: Time Attack grew from Japanese race cars of the 1960s, that were built to celebrate the art of the aftermarket tuner – the doors were open to everyone from low-budget home-spannerers to big-bucks corporate showcases, with everyone racing on, as it were, a level playing field. This is very much the ethos of the series today.
You just need to start with a production car as a project base, and then the tuning potential is near-limitless. Throw in a load of horsepower, tinker with the chassis and drivetrain, develop some custom aero, do whatever it takes to make the car as fast as it can physically be.
Time Attack today exists in numerous series across the globe, with competitors bracketed into various groups; ‘Clubman’, for instance, is a UK class for cars with basic modifications – rollcages are merely ‘recommended’… the ladder climbs through ‘Club Challenge’, ‘Club Pro’, ‘Pro’ and ‘Pro Extreme’, with the cars getting incrementally madder as you go. In essence, then, Time Attack is the dream series for aftermarket tuners – you can do pretty much what you like to the car without having to worry about a governing body disqualifying you for running the wrong thickness of head gasket or a frowned-upon diameter of air intake.
It follows, then, that cars built for this series tend to be somewhat on the bonkers side. But you’d deduced that from looking at the photos, hadn’t you?
This project is the work of Paul McKinnon and his team at Evolution Custom Industries (ECi). And it’s pretty obvious for anyone with the power of sight that they’re about as far removed as it’s possible to be from the day-to-day sensible-trousers efficiency of Stuttgart, and that’s quite possibly what allowed their trains of thought to go so very wild with this car. The company’s bread-and-butter comes from hot rods and custom bikes, but their extensive skills in fabrication meant that the creation of this feisty 944 Evo wasn’t too much of a stretch.
The car belongs to a customer of theirs, Patrick Garvan, who’d been quite happily using the car as a street-and-track dualpurpose machine until one unfortunate day when he spanged it into the wall at Sydney Motorsport Park, and a certain amount of remedial work was required. Employing an admirable ‘Why not?’ mentality, he decided to go all in with the build, eradicating the element of road-biased compromise and making the thing as fast as it could physically be. With sights firmly set on Time Attack, Patrick briefed ECi to just go nuts and see what happened.
…and what happened was, er, rather a lot. The car still runs its proper turbo four-pot motor (stroked from 2.5- to 3.1-litres not via a stroker crank, but a natty integrated deck plate and Darton sleeves), although it’s now stuffed with bona fi de race-bred kit – forged pistons, knife-edged crank, mind-boggling fueling, the works. It’s dry-sumped and ready to rock. The aforementioned peak power figure speaks for itself, really.
The most noticeable transformation, of course, concerns the body. Time Attack cars are famously extreme, designed to eke out every iota of downforce, and this 944 is no exception: a full-on widebody kit is joined by copious carbon-fibre, wings, splitters, canards, vents… it’s as subtle as being smacked in the head with a slice of lemon wrapped around a large gold brick.
Naturally, with this sort of vastly increased horsepower and downforce, some manner of chassis upgrades were called for, which is why you’ll find the 944’s guts bristling with whacking great Brembos, a 968 transaxle, Eibach springs on Moton shocks, and antiroll bars like a weightlifter’s wrist. The interior is equally businesslike, as you’d expect, with little more than a sturdy cage and a set of buckets and harnesses to spoil the clinical minimalism of the thing. Oh yeah, and there’s air-jacks underneath. Y’know, because race car.
So what does this all tell us about immutable truths and received wisdom? Well, quite simply, it’s all a load of cobblers. Sure, the 911 is a formidable machine, but it’s not the only option. Just ask Patrick Garvan; his 944 eats 911s for breakfast (quite possibly in a literal sense, it really is mad enough). And the scary thing is, given the relentlessly evolutionary nature of Time Attack, you can guarantee that he’s far from finished tinkering with it.
TECH SPEC: #Porsche-944-Turbo / #Porsche-944-Turbo-Tuned / #Porsche-944 / #Porsche / #Garrett / #Porsche-944-Evo
TUNING: 3.1-litre four cylinder turbo, integrated #Performance-Developments deck plate, line bored, pinned girdle, #ARP head studs, custom flywheel, #Cometic head gasket, knife-edged and balanced crank, Arrow rods, CP forged pistons, ported alloy race heads, Ferrera valves, titanium springs and retainers, CPE hydraulic camshaft, #Petersons 3-way dry sump, #Garrett-GTX3582r turbo, Turbosmart wastegate and BOV, #Bosch-HEC sequential ignition, #Motec-M400 management, #Bosch in-line fuel pumps, #Evolution-Custom Industries surge tank and 3-inch turbo-back exhaust, Porsche 968 6-Speed H-pattern transmission, CEP 4-1 stainless headers, custom 5-paddle race clutch, #KAAZ-LSD , custom transmission cooling system.
CHASSIS: 11.5x18-inch #Fiske-Mach-V in anodised black, Yokohama AO050 295/30 tyres, #Eibach springs with Moton Club Sport 2-way shocks, Tarrett anti-roll bar, 330mm discs (front) 298mm (rear), Brembo 4-pot calipers and PFC pads.
EXTERIOR: #Broadfoot-Racing front bumper, widebody kit by I.F.C., front splitter, D9 GTR headlights, Van Zweden carbon bonnet, custom carbon doors, custom wheel tubs, ducted cooling cores through bonnet, GT Racing rear guards, rear stock diff user, DJ Engineering rear spoiler, gloss black respray by Motographics.
INTERIOR: Cobra Evo seats, full rollcage, suede dash, Sparco harnesses, Motec SDL gauges and shift lights, Tilton pedal box, air jacks.
THANKS: Paul McKinnon @ Evolution Custom Industries, Buchanan Automotive, Dave McGrath @ Custom Engineered Performance, Neil Harvey @ Performance Developments, Mike Warner @ I.F.C. USA, Simon McBeath @ Aerodynamicist UK, all my friends and family - especially my longsuffering partner Helen.
There’s actually light aircraft with smaller wings… and the odd 747!
Designed to eke out every iota of downforce!
WHAT’S GOING ON INSIDE THAT ENGINE?
This motor is, in short, a work of art. While it would have been easy to hoik out the stock lump and start afresh with something bigger or more modern, ECi have instead retained the 2.5-litre turbo engine and refined every individual element. It now displaces 3.1-litres, but instead of achieving this with a stroker crank it uses an integrated Performance Developments deck plate and Darton sleeves to increase bore and stroke. The crank has been knife-edged and mated to forged CP pistons and Arrow H-beam rods; at the opposite end we find extensive headwork with oversize Ferrea valves with titanium springs. Throw in the usual spiky cams, serious bolts, custom exhaust and chunky intercooler and you have a recipe for success. Oh yes, and the turbo… it’s a #Garrett-GTX3582R-turbo , which brings the twin guns of improved tractability and massive horsepower potential. The system’s designed to run E85 biofuel (there are three fuel pumps and massive 2000cc injectors), and Motec management keeps it all in check.
That, folks, is how you squeeze over 500bhp from a 944 engine. And that’s just for starters…
Huge 11.5x18-inch hoops get plenty of rubber on the tarmac
DRIVER: PATRICK GARVAN
So why a 944, Patrick, rather than a 911?
“Well, I did initially want a 911, but it was way out of budget. But after a chat with a Porsche mechanic, Bruce Buchanan, I learned that the 944 Turbo was an affordable choice with a lot of potential. The upgrade costs were more reasonable, and there was a lot more scope for modi¬fication.”
What inspired you to build a car for Time Attack?
“My original brief to ECi was to build a full-on door-to-door race car, but after evaluating the potential damage and repair costs, Time Attack made a lot more sense. I already had a bit of experience with it, and I also really like the format, with its more liberal rules and focus on aerodynamics.”
Ah yes, that aero - tell us about that.
“There’s a #DJ-Engineering rear wing, and a #Broadfoot-Racing front bumper with ECi’s own splitter; the pop-up headlights have been swapped out for flush D9 GTR items, and there’s various flics and canards – a piece from here, a piece from there, you know how it is.”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationFULL METAL ALCHEMIST #2015
You’d have to go a long way to find an E30 more ferocious than this 520hp, supercharged metal wide-body beast.
With a custom metal wide-body kit and a supercharger for good measure, this E30 has undergone a magical transformation. Words: Elizabeth de Latour /// Photos: Si Gray
Approaching Clive King’s E30 in profile causes the black paintwork to hide the incredible amount of work that’s gone into creating the body. Viewed in profile it just looks like a black E30, really, but, like one of those 3D illusion sculptures, as you start to move towards the front or back of the car the reflections on its flanks begin to twist and distort and that’s when you begin to realise that actually there is a lot more going on here than first meets the eye…
Incredibly, this is Clive’s ninth E30, a habit he’s sustained since he was 21, though he says he’s been into cars since the dawn of time, which does make us question exactly how old he might be. The car you see before you was never meant to be like this. Clive bought it with the intention of turning it into a cheap sleeper but things don’t always go to plan.
The story all started with the engine, which was originally in a Cab. “The engine started out as 2.5 and I built it up to a 2.7 before adding the Rotrex supercharger which was modified specifically to fit,” says Clive. “It actually sits where the air-con pump would be. The engine was fantastic and made 321hp but it was a bit too lively in the Cab – there was loads of scuttle shake, it was always lighting the wheels up and even though the Cab was heavier than the other body shapes, with the engine it was just too sketchy. I wanted something else to put it in and I had the opportunity to buy this E30 shell for £70, so I did. It was supposed to be a clean, low, sleeper Chromie!”
Clearly that’s not what happened and, in a roundabout sort of way, it’s Clive’s wife’s fault, really. “These wheels,” he says, pointing to his striking blue Rota RBXs, “appeared for sale on Pistonheads and I liked the retro look, they’re like big Minilites. I mentioned the fact that I liked them to my wife and she bought them for me as a surprise. When I put them on the car they stuck out. I didn’t want to hurt her feelings, so I had to build some arches to fit over the wheels!
“I built the whole car at my workshop. The bumpers are fibreglass but I handfabricated the arches from sheet steel. I trained in bodywork but I gave it up as a job as it took away the enjoyment from my doing it as a hobby, so now I just do it for myself and my friends. The bumpers are copies of the M Tech 2 kit but they didn’t fit so I bought two jigs for the bumpers and had to cut and reshape them to make them fit, then re-fibreglass them. The skirts are fibreglass copies of some Ford Granada Scorpio sideskirts I had lying around. I had to cut them, flare them out by 4” and then re-fibreglass them. The spoiler is a copy of the E30 M3 spoiler but with a carbon gurney flap added on. The bonnet I made six years ago but never finished until I built this car. I started with the standard bonnet, measured it up, made the side spacers and then welded them in.”
The whole car looks absolutely awesome thanks to Clive’s handiwork, and while it’s not going to suit all tastes you can’t argue with the visual impact it delivers. The arches are a work of art, beautifully finished, smooth and rounded, quite unlike anything you normally see and only when looking down the car’s flank do you get the full effect. The interior is no less impressive and a lot of hard work has gone into making it as good as it is. The seats are from a Honda Accord Type R, which Clive’s wife also bought for him, and sit on custom mounts.
His verdict? “They’re very comfortable,” he says. Most of the interior is taken up by the 18(!) point roll-cage and it really is quite something. “I knew I wanted a roll-cage,” he says, “and I got this one from ‘mrben’ on the E30zone forum. I had to take it out three times while I was doing the rest of the interior though, which was a bit of a nightmare!” Clive has also de-de-skinned the sunroof and fitted a Union Jack headlining, which was actually a duvet that sacrificed itself for the greater good. Impressive as all this is, most of all we love the digital gauges in the instrument cluster. They look absolutely awesome but weren’t fitted because of their appearance. “The original gauges just couldn’t keep up with the engine,” explains Clive, “so I went for these digital gauges from Drift Iridium.” The company offers a full selection of gauges and Clive’s E30 is sporting what is pretty much the dream dash combo, with speedo, rev counter, fuel gauge and temperature all matching Drift Iridium items, with an additional boost gauge mounted in a small pod where the air vent near the door would normally be.
So to the star of the show: the engine. As we already mentioned above, it started out as a 2.5 before Clive built it up to a 2.7, which is where we pick the story up. “After I’d taken it up to 2.7 and supercharged it, the supercharger seized. It was starved of oil and the Megasquirt ECU I was running also died. I got hold of a #DTA-S80-Pro ECU and took the engine up to 2.8 myself, with an E36 M50 2.8 crank, M20 2.0 rods and M20 2.5 pistons and then I added the same Rotrex supercharger as before. The 2.8 was great but it blew a couple of head gaskets very badly as the compression was too high.
It was making 423hp but it was unreliable and while I don’t use the car often, when I do I like to enjoy it so I didn’t want it to keep breaking down on me.
“At this point I hit rock bottom and I really didn’t know what to do. I was ready to just put a 2.5 in the car and sell it. Then my wife suggested building the best engine that I could afford so with her blessing I decided to do just that. Byron on the E30zone forum runs the Engine Shed Co. in Wales; he does brilliant work, and I spoke to him about what route I should go down. After plenty of research I turned to Ireland Engineering in California to build me the engine I wanted. I sent it the specs for the block and eight weeks later the finished product turned up on my doorstep. It’s actually closer to a 2.9 than a 2.8 and the craftsmanship on the block was amazing, it was almost a shame to put it all together and stick it in the car! I took it to Byron who built the botttom end, bored the block and matched the pistons before I added the finishing touches.”
Clive set out to build the best engine he could and looking through the spec list it certainly looks like mission accomplished. There are Ireland Engineering forged rods, custom-spec Ross Racing pistons, a Cometic multi-layer steel headgasket, ARP bolts, a 264-degree custom cam from Cat Cams, along with a six-branch manifold leading to a Sportex exhaust. The boot is home to the fuel system components, with a 551 fuel cell and 2.5-litre surge tank, ‘red top’ lift pump, Bosch 044 pump and braided lines throughout. “The engine is absolutely flawless,” says a grinning Clive. “It’s making roughly 510-520hp and it’s absolutely insane. I’ve never put my foot flat to the floor because it’s too scary.” Considering that with the stripped-out interior and homemade arches it’s now significantly lighter than standard, that makes 520hp an absolutely ridiculous amount of power to be running, especially when all of it is attempting to funnel its way to the Tarmac via 225 rear tyres. Clive is clearly crazy – which means he fits right in with the likes of us then, really.
As we wrap up the shoot, we ask Clive (as we always do) if there’s anything else he’d like to do to the car. His answer is as decisive and absolute as everything else to do with this project. “There’s nothing more to do,” he states. “It’s finished.” Taking one last look at this E30, drinking in the curves of its outrageous arch work, the exquisitely executed interior, that masterpiece of an engine, we don’t doubt it.
DATA FILE SUPERCHARGED WIDE-BODY #BMW-E30 / #BMW / #BMW-E30-WIDE-BODY
ENGINE & TRANSMISSION Custom-built six-cylinder #M20 2.9 / #M20B29 stroker, Ireland Engineering forged rods, custom-spec Ross racing pistons, #Cometic MLS steel head gasket, #ARP bolts allround, steel windage tray, reworked head, 264-degree custom Cat Cam, six-branch manifold, #Sportex mild steel exhaust, VR6 coil packs, #Magnecor HT leads, #Rotrex-C30-94 / #Rotrex supercharger kit, #ITG air filter, front mount intercooler, E36 radiator, Kelowe twin-speed main fan and two 8” auxiliary fans. #DTA S80 Pro ECU – wiring harness traction and launch control ready, uprated injectors, urban camo #Samco hose kit, 551 fuel cell, 2.51 surge tank, red top lift pump, #Bosch-044 pump, twin filters, adjustable pressure regulator and braided fuel lines. Five-speed manual gearbox, Z3 short-shift, lightened flywheel with Stage 3 DriveTorque clutch, 3.64 LSD
CHASSIS 9.5x17” (front and rear) ET-19 #Rota-RBX wheels painted in Candy Fantasy blue with 205/45 (front) and 225/45 (rear) #Maxxis Maz 1 tyres, FK High Sport coilovers, #H&R adjustable roll bars, rear camber kit, M3 eccentric front bushes, Powerflex polybushes all-round, strengthened sub frames, #Sparco twin-tube strut brace, #Wilwood ultra-light four-pot #BBK with 310mm discs (front), drilled/grooved rear, tubbed rear arches, front inner arches removed
EXTERIOR Custom steel wide arches flared 4”, hand-built side skirts, stretched #M-Tech 2 bumpers, custom swage lines, smoothed body, custom vented bonnet, carbon fibre boot spoiler, Startec rear lights, smoked headlights, carbon wrapped mirrors and door trims, side indicators removed, M3 bonded windscreen, sunroof panel lightened and bonded, airbrushed Union Jack/German flag on rocker cover, car finished in high gloss jet black
INTERIOR Recaro front seats on custom mounts, rear seats removed, deep-dish steering wheel, Drift Iridium digital gauges, centre switch panel, 18-point Safety Devices roll-cage, Sparco three-point harnesses, custom Union Jack headliner
THANKS My wife, Charlotte, Cotswold Airport (01285 771177 ‘Come and see us some time’), Circuit Motorsport Ltd trading as Sabre Tuning (Paul Shepherd, 01249 782596), The Engine Shed (Byron, 07788 454083), my dad for helping me and my mum for making him!
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