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    Michael Divine #BMW-E30 / #BMW-325iS / #BMW-325iS-E30 / #1989 / #S52 / #BMW-S52 / #BMW-325iS-S52-E30

    Owning this E30 is the fulfilment of a boyhood dream for Michael, particularly a 1989 car like this as that’s the year he was born. Michael bought his example a year ago and he’s clearly been busy as it’s looking sharp.

    On the suspension front he’s fitted #Koni Adjustables with #H&R Race springs along with #Condor-Speed-Shop solid bushings and mounts all-round. Genuine Style 5s have been mounted with 42 Draft 18mm 5x120 adapters while the chrome trim has been blacked out.

    There’s also an iS front lip and the high beams and fogs have been tinted. Inside, Michael has fitted some sexy E36 M3 Vader seats and a Nardi wooden steering wheel. Future plans include an S52 swap and #CAtuned coilovers. This daily driven E30 is certain to keep Michael busy and happy for a long time.
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    Gorgeous bagged #BMW E30 with an #S52 swap and shaved bay

    KEEPING IT IN THE FAMILY

    In the same family for almost 30 years, this ridiculously clean E30 has undergone quite a transformation in that time. Some heirlooms leave a more lasting impression than others, as we discover when we meet Nick Lanno from Ohio. Words: Louise Woodhams. Photos: Patrick McCue.

    It’s not often a car stays in the same family for almost 30 years, yet this 1987 325iS is the very same car that delivered Nick Lanno – the subject of our story – from hospital when he was born, and 15 years later became his first car.

    That was in 2009, and Nick, now aged 22, has completely transformed the car from what it once was. He takes up the story: “My father bought the car brand-new from David Hobbs BMW in Chillicothe, Ohio, and he drove it on a daily basis right up until my teens, so it was always in the garage while we were wrenching on other vehicles together. That’s where my passion for cars started.”

    Nick couldn’t help but fall in love with the E30 and as soon as he was old enough he began to research these cars. That’s when he got hooked on the blue and white roundel, as he explains: “The fact that they are truly a driver’s car is what attracted me to them the most. The heritage and history behind all these classic BMWs that people own is so interesting and they almost always carry a great story. I love every car BMW has made to this day and I will always be a BMW enthusiast.”

    This was the car that took Nick to school, to soccer games, to friends’ houses, you name it – it was a huge part of his life and quite often he would while away the hours thinking how incredible it would be to own it one day. In 2000 it went into storage, and then, much to Nick’s surprise, nine years later it was taken out of storage and given to him on his 15th birthday! His childhood dream had come true.

    “There was no other E30 I would rather have had than this car. It was perfect and despite having clocked up 120k, it was immaculate; all OEM parts, original paint, absolutely rust-free, and it had a full service history,” he recalls.

    Needless to say it did not stay 100 per cent original for long. In fact, the first thing Nick did as soon as it was in his possession was lower it on a set of Ireland Engineering race springs. Other modifications included all red tail-lights, smoked Euro Smiley headlights and side repeaters, a later model front valance and a Zender rear valance. Shortly after that, the car then went back into storage so that over the next few years Nick could save some money and let the real transformation begin.

    Once again it was the suspension that demanded Nick’s attention first: “After pouring through different forums looking at the various setups, I knew that to get the drop I really wanted I’d have to look into a custom air-ride setup.” Up front he’s installed Air Lift’s Crafter Series struts, while Air House II bags and Bilstein shocks reside out back. The rear spring perches were modified for the bags, as were the front spindles for the struts. The system is managed by Air Lift’s Autopilot V2, with plenty of presets all at the tip of Nick’s fingers in the centre console. “The setup is so convenient, making road trips as comfortable as can be, yet the car still handles fantastically in the corners. I have the best of both worlds,” he adds.


    The car remained in this guise for the next three months, until one fateful day when the timing belt from the original M20B25 snapped. This prompted the next stage of the build. “I sourced a low-mileage S52B32 out of a 1999 M3 from a good friend in Cincinnati with roughly 70k on it,” Nick says. “I completely regasketed the motor from top to bottom, as well as safety wiring the oil pump nut, before fitting 21.5lb injectors, a lightened flywheel, and a 3.5” intake setup.” Together with a few friends, the swap took about a week to do. Apparently the maiden voyage with open headers put one of the biggest smiles on Nick’s face to this day. Not surprisingly it came to life as a completely different beast that day.

    After two years of driving it across the States to various shows, Nick wanted to take the car to a new level – he wanted to shave, tuck and customise the engine bay. Fortunately a good friend of his owned a body shop so once Nick had pulled out the engine to take care of tidying up the wiring harness and deleting any non-essentials such as air-con and power steering, the car was sent off for six months to begin its transformation. “Everything looks so neat and beautiful under the bonnet now, but the star of the show has to be S52. It is so reliable and has plenty of power to make the car feel a blast to drive. It brings a smile to my face every time I’m behind the wheel.”


    Whilst this car’s spec is a far cry from when Nick’s father bought it all those years ago, it’s still managed to retain its factory charm. And that’s because his objective throughout the build has been to keep things clean, simple and classy. The same philosophy has been applied to the cabin of the car, which is relatively stock save for the Nardi steering wheel, custom stitched M-Tech style gear knob and gaiter and Coco mats, which are all period-correct for the car. “I wanted the car to retain its original feel,” Nick says. “I’ve even kept the seats, which are fairly worn now, but it gives it character.”

    Like any true project, the car has gone through various incarnations of wheels, including BBS RSs and CCWs, but Nick eventually settled for 8.5x16” (front) and 9.5x16” (rear) Schmidt TH Line wheels shod in 205/40 rubber that you see on the car now, and we have to say that they suit the stance, lines and age of the car perfectly.


    This is not a car created with a blank cheque book; it is a car with tons of sentimental value to the owner and gradually improved over time with the help of friends and family. It’s been built to drive and to enjoy, it doesn’t sit in a garage or on a trailer and we love the fact that whilst Nick put his own stamp on it he’s taken a wholly sympathetic approach in his choice of modifications. Now it’s finally complete all he plans to do is simply drive it. “It has taken a lot of effort to get the car to where it is today but it was a journey which has led me to meet a lot of fantastic friends and I wouldn’t trade it for anything else. The car is a big part of me and something I am most definitely proud of.”


    Along with the life lessons and skills that a father teaches a son, there are also certain material things that you pass down – like a tool kit or, in Nick’s case, a dream car. In these increasingly disposable times, fewer and fewer items are worth saving and giving to your children, so we hope Nick sticks to family tradition and passes his treasured 325iS to his own son or daughter.

    DATA FILE #BMW-325iS #S52 air-ride #E30 / #BMW-325iS / #BMW-325iS-S52-E30 / #BMW-325iS-S52-Air-Ride-E30 / #BMW-325iS-E30 / #BMW-E30 / #BMW-E30 / #S52B32 / / #BMW-S52 / #Bimmerworld / #Getrag-260 / #BMW /

    ENGINE 3.2-litre straight-six #S52B32 / , 21.5lb injectors, 3.5” #Euro-MAF , 3.5” #Bimmerworld-Silicone intake boot, air-con and power steering delete, #M42 radiator, TMS remap, Condor Speed Shop engine mounts, custom longtube headers and 2.5” exhaust including #Vibrant race resonator; shaved, tucked and resprayed engine bay

    TRANSMISSION OEM #Getrag 260 five-speed gearbox, #Sachs-HD clutch, #MWorks-Garage custom transmission crossmember, #Condor-Speed-Shop Speed Shop transmission mounts, lightweight flywheel

    CHASSIS 8.5x16” (front) and 9.5x16” (rear) #Schmidt-TH-Line wheels with 205/40 (f&r) Nitto Neogen tyres, #Air-Lift universal front struts, #Air-House II rear bags, #Bilstein rear shocks, #AutoPilot V2 management including five-gallon tank and #Viair-400C compressor, drilled and slotted brake discs and Hawk pads, brake booster delete, E21 master cylinder, tucked brake lines, stainless steel braided clutch slave line

    EXTERIOR Later model front valance, iS front spoiler and bootlip, smoked Euro Smiley headlights and side repeaters, all red tail-lights, #Zender rear valence, #Shadowline trim

    INTERIOR Nardi Classic steering wheel, custom stitched #M-Tech-style gear knob and gaiter, Coco mats, #Dynamatted back seat and boot

    THANKS All of my good friends in BHC, and those that had a hand in the build, my father and Anthony at ASC Autoworks

    Front end, like the rest of the car, is incredibly clean, with a late model valence and iS front spoiler. #AutoPilot-V2 management offers eight presets and countless options; gorgeous 16” Schmidt splits suit the E30 perfectly.

    The car is a big part of me and something I am definitely proud of.
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    BEN AT HACK ENGINEERING’S #BMW-E30 / #BMW-316i / #VAC-Motorsports / #BMW-316i-E30 / #BMW

    Of late progress has been relatively speedy and I can announce that the rear suspension is now looking much more complete, although is yet to be bolted back underneath the car.

    A little more fabrication work is needed with the plan for this car being very much centred around track work. We wanted to give the rear end the adjustability needed to properly set it up. E30 rear suspension naturally cambers as you lower it but often more than is desired. The fix for this are weld-on plates which, when used in conjunction with matching bolts and eccentric washers, give you the ability to move the effective mounting points of the trailing arms to give both toe and camber adjustability when fitted correctly. We got ours from VAC-Motorsports some time ago.

    Once the plates are welded on (which needs to be done neatly), the slots in them need to be die ground out of the original trailing arm mounting holes below. A lick of paint, and you’re ready to get the trailing arms mounted up. Of course, this wasn’t going to be done with the tired original rubber bushings. The trailing arms were stripped down and the old bushes were burned out ready for the replacements: Condor Speed Shop’s popular and brilliant UHMW versions. #UHMW is a hard plastic, which is hard enough to give very consistent geometry and minimal deflection. It also takes a great deal of the harshness out. The precision fit of these bushes meant that they were an easy job to install and the trailing arms are now ready to go back onto the car. The rear wheel bearings are the only stone that will (for now) be left unturned. They feel like new and so we’ll wait and sort them, along with other rear end upgrades planned, further down the road.


    The only bushes left to fit are the main beam bushes, for which we have a pair of VAC Motorsport solid aluminium products.

    Deflection in the beam is a common problem with E30s and is far from desirable, as it can cause all sorts of issues. Therefore solid bushes are a must for this type of project and an added bonus is that the rear beam also then acts as a chassis brace. Once those are in, the beam and trailing arms can be hoisted into position and we can begin to build the brakes back up with all new components, and the diff can be hoisted into place, too. Things are coming along nicely.

    THANKS & CONTACT / #Hack-Engineering www.hackengineering.co.uk 01444 617365 / #Condor-Speed-Shop www.condorspeedshop.com condorspeedshop@gmail.com / VAC Motorsports www.vacmotorsports.com 001 215 462 4666
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