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    V8 DTM quattro racer for the road. Words Davy Lewis Photography Jape Tiitinen.
    ROAD RACER
    This is a road-legal replica of the magnificent V8 quattro that dominated the DTM series in the early ’90s…

    V8 DTM QUATTRO Stunning race replica for the road

    Audi Sport has produced many iconic racing cars over the years. But perhaps one of the most successful and best-loved, is the V8 DTM quattro. Based on the road-going #Audi-V8-Saloon , the DTM ( #Deutschen-Tourenwagen-Meisterschaft ) cars were comprehensively re-engineered for the track. With strict #DTM regulations outlawing turbochargers, Audi’s mighty five-pot was sidelined. So #Audi-Sport turned their attention to an altogether different beast.

    The range-topping V8 saloon featured a naturally-aspirated 3.6-litre unit. With power boosted from 250hp, in factory tune, to an initial 420hp, the all-alloy V8 certainly had the credentials to challenge the best from Mercedes and BMW – although many thought the large V8 Audi would struggle against the smaller M3 and 190 Cosworth. Indeed with an extra 300kg to lug around, you’d expect the Audi to be outclassed by its lightweight competition. However, the combination of lusty V8, #4WD and with Hans- Joachim Stuck and Frank Biela at the wheel, the big saloon made the podium in its debut race and went on to give Audi the Manufacturers’ title in 1990 and 1991 The following season there was a flurry of complaints about Audi’s quattro system, which led to weight penalties being imposed. In response, Audi’s engineers tweaked the engine, which ultimately led to the modifications deemed illegal and Audi’s complete withdrawal from the series.

    So the life of the V8 quattro racer may have been ephemeral, but it remains one of the most talked about cars Audi has produced. It was with this in mind that serial Audi tuner, Roni Collin, created this road-going replica.

    You may recall Roni from issue 018, where he showed us the world’s first RS6-inspired S6 C7 saloon, complete with genuine RS6 front end, wings and a host of custom fabrication. This V8 DTM is another of his projects that has been many years in the making.

    The previous owner had intended to build a DTM replica, but had never really got going with it. Roni decided he would finish the job – although his would be fully road-legal and have a much better stance.

    The work took over five years in total, but this was in between other projects and Roni’s hectic work schedule (as a serial entrepreneur, he’s always busy.) “I’ve always been more excited by the process of the build than the end result. I don’t participate on the actual builds that much, but I enjoy the planning, getting all the parts, and designing the unique look of the car,” he says.

    Creating something bespoke like this is never an easy undertaking, but as Roni explains: “Luckily I have Björn who never says no to my crazy projects. Not even then when I bring him a brand new car to be cut in pieces and replaced with another OEM look parts welded back in.”

    In the case of the V8 DTM, the main aim was to make it look like an original racer, so the interior was stripped out and a comprehensive roll cage fitted. All unnecessary pieces of trim were removed and a single bucket seat with harnesses added. But that’s not all – there’s a flocked dash, a custom centre console housing switches, carbon fibre door panels and a long-reach gear lever. It really does have a motorsport feel to it – you almost expect Hans Stuck to clamber out of it.

    When it came to the exterior, Roni insisted on full period correct motorsport livery. Everything looks as it should, complete with sponsors’ logos. Even the cross-spoke split-rim wheels are similar to the BBS items on the original (although Roni has since fitted some genuine BBS items).

    To get the big saloon sitting nice and low like a DTM car, a set of KW coilovers have been fitted. The 8.5 and 9.5x18in Rotiform alloys sit perfectly in the arches, wrapped in Pirelli road rubber.

    Under the bonnet, the 3.6-litre V8 is currently in factory trim and makes about 250hp. But Roni has plans for a tuned engine, so this faithful replica will, at some point, also have the performance to match the looks.

    TECHNICAL DATA FILE / SPECIFICATION #Audi-V8-Quattro / #1991 / #Audi-V8 / #Quattro / #DTM / #Audi-V8-Quattro-DTM / #Rotiform / #Audi-V8-Typ-4C / #Audi-V8-Typ-4C-DTM / #Audi-Typ-4C / #Audi-V8-DTM-Replica / #Audi-V8-Typ-4C-DTM-Replica / #DTM / #Audi-V8-Quattro-Typ-4C / #Audi-V8-Quattro-DTM-Typ-4C
    Engine 3.6-litre V8 40v
    Transmission 6-speed manual
    Brakes Audi S8 year 2000
    Suspension KW coilovers
    Wheels & Tyres #Rotiform-SJC 8.5 and 9.5x18in 225/40 Pirelli
    Interior Custom roll cage, extended steering column, #Audi Ur-quattro steering wheel, extended gear lever, #Recaro PP seat, Schroth 6-point harnesses, upholstery stripped, flocked dashboard, rear seats deleted, new custom wiring
    Exterior Repainted in original colour with DTM-livery
    Contacts/thanks @ronicollin @Bjornwerks

    Above: A tuned V8 engine will come next... Left: big V8 bruise looks stunning in profile. Right: Interior is fullon racecar spec. Right: If you go down to the woods today, you’re sure of a big (V8) surprise...

    THE V8 DTM RACER
    In the hands of #Hans-Joachim-Stuck (pictured #Stuck ) and Frank Biela, the #V8 3DTM #Quattro was very successful, beating the much lighter Mercedes 190 Cosworths and BMW M3s to win the title for #Audi in #1990 and #1991 . The big Audi initially featured a 420hp all-alloy V8, but, as weight penalties were imposed to counter the supposed advantage of quattro, the engineers developed a modified flat-plane crank, taking power up to 460hp. This glorious V8 would rev to a heady 9,500rpm. Unfortunately, in #1992 the new crank was deemed illegal and Audi withdrew from the series. Check out YouTube to see these amazing cars in action.
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    BMW’s 2017 motorsport programme / #BMW-M4-DTM / #BMW-M4-DTM-F82 / #BMW-F82 / #BMW-M4-F82 / #BMW /

    BMW will focus on a broad spectrum of motorsport events in 2017 that will include the #DTM , #IWSC , GT and endurance races, customer racing, Formula E, and the FIA WEC.

    There will be a slight scaling down of its DTM attack with two teams instead of four but each team will now field three cars instead of two, making a total of six #BMW M4 DTMs taking part, with Marco Wittmann keen to retain his title. Wittmann’s M4, along with those of Timo Glock and Augusto Farfus, will be run by #BMW-Team-RMG , while #BMW-Team-RBM will field cars driven by Tom Blomqvist, Maxime Martin, and Bruno Spengler.

    Across the Pond in the USA BMW will once again field a brace of M6 GTLMs in the IMSA WeatherTech SportsCar Championship (IWSC). Home-grown drivers Bill Auberlen and John Edwards will be paired with Great Britain’s Alexander Sims and Germany’s Martin Tomczyk respectively, and these four will be ably supported by Farfus, Spengler, Kuno Wittmer and Nick Catsburg for the endurance events in the IWSC.

    In #2017, BMW Team Schnitzer will return to endurance racing to enhance an already strong BMW setup. The team, headed by Charly Lamm, will compete in races alongside ROWE Racing and Schubert Motorsport and will be doing its best to record the 20th overall win for BMW in the classic 24-hour race at the Nürburgring. Schnitzer is also scheduled to compete with the BMW M6 GT3 at the ADAC GT Masters. The three teams will also represent BMW at many other GT events – such as the VLN Endurance Championship and the Blancpain GT Series.

    Meanwhile preparations will continue for BMW’s entrance into the FIA World Endurance Championship in 2018. #BMW-Team-MTEK will spend the coming season on a comprehensive test and preparation programme for competition in the following year. The drivers in this phase will be Martin Tomczyk, Alexander Sims and António Félix da Costa.
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    / BMW / #Marco-Wittmann wins the DTM driver’s title #2016 / #BMW-M4-DTM / #BMW-M4 / #DTM-Drivers-Championship / #Red-Bull


    Marco Wittmann of #BMW-Team-RMG is the new DTM champion, with a fourth place finish in the final race of the year at the Hockenheimring enough for the 26-year-old to garner his second DTM title. Starting from fifth on the grid, Wittmann produced another flawless race to wrap up the title.

    Wittmann is the first BMW driver ever to win the #DTM Drivers’ Championship twice, having previously been crowned champion in 2014. At the age of 26 years and 327 days, he is the youngest double DTM champion of all time. In the team standings, BMW Team RMG ended the season in second place with 290 points and a deficit of 29 points. BMW came second in the manufacturers’ standings, with a total of 647 points.

    Marco Wittmann, BMW Team RMG said: “What a feeling! Being crowned DTM Champion for the second time in four years is incredible. It was a difficult season, but now the emotions are indescribable. We fought right down to the wire and had no idea that we would finish at the top before the season started. We’ve done it now. Crazy. Massive thanks go to my team, BMW Motorsport and everyone involved.”
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    WAGONE

    With its camo wrap, DTM-inspired styling and 360hp, this E61 535d Touring is one hell of a way to get the dogs to the park. With silly styling and equally silly power, this bonkers DTM-inspired Finnish 535d Touring is about as far removed from a sensible family estate as you can imagine. Words: Elizabeth de Latour. Photos: Jape Tiitinen.

    Tourings are cool, of that there can be no doubt, but they’re ultimately pretty sensible beasts, especially in diesel form. Wouldn’t it be great if someone built an absolutely mental wagon with off-the- wall styling and something naughty under the bonnet? Well, someone has and his name is Tommi Väyrynen.

    In his early 30s, Tommi is of the age where many people would likely be considering a Touring because they’ve got at least one child either on the way or already present. In fact, his motives for purchasing a capacious estate were dog-based but the principle is the same. What he’s ended up with, however, is one hell of a dog-to-park-delivery system, and the end result is all the more astonishing because he never actually intended to modify it. However, with a long list of extensively modified cars behind him, that thought was about as futile as attempting to keep a Labrador out of a muddy puddle. Not. Going. To. Happen.

    Hailing from Scandinavia, it is perhaps not surprising to learn that Tommi cut his motoring teeth on a Volvo 340 DL with a mighty Renault 1.4 under the bonnet and while it was fine summer transportation it was not so great in the winter, though likely not for the reasons you’re probably thinking of: “That is a problem of living here in north, the carburettor always froze and jammed!” he exclaims. The modifying began with this sturdy brown Volvo and continued with a Merc 190E and an extremely rare Merc E50 Lorinser before he saw the light and decided to see what Bavarian metal had to offer.

    The need for dog transportation guided his hand towards an E61 and a desire to sample the twin-turbo M57 cemented his engine choice with the 535d. This particular example came very well-spec’d, with the aptly-named Comfort seats and HUD to scratch the surface. Those first summer months were great, Tommi and his E61 enjoying the Finnish countryside together with the dogs, but come the harsh winter the E61 decided it had had enough of being reliable. “The starter stopped working, the auxiliary heating did not work, the glow plugs did not work, the battery was bad, the trunk wiring was also dead. I had to do a lot of repairing…” he says, in what might be the understatement of the year. But where a lesser man might have faltered, Tommi persevered, fixed everything and that’s when the modifying that he had no intention of doing began.


    As modifying was never on the cards, there was no plan and things just sort of happened, like the engine mods: “When I bought the car it had an engine tuning chip and because of that the exhaust manifold broke and that is where all it started,” grins Tommi. “We needed to change the manifold so at same time, when turbos were on the table, I made the wastegates as big as they could be. At the same time we also lost the cats and after that we go rid of the DPF as well.” Well, if you’re halfway to gutting your exhaust system you might as well go all the way!

    “The car then went for tuning, with my friend making the software for it, and after that we installed the biggest intercooler we could behind the front bumper.” That has now been painted red because, really, no part of this car wants to be discreet. “It now makes 380hp and 627lb ft of torque and it sounds like a truck. I love it!” he grins. The benefits of all that power and torque are obvious: it means you can get to the park extra quickly for more doggy playtime, and you can also do massive smokey burnouts, which is always fun.

    However, all of this plays second fiddle to the way the thing looks. There are no two ways about it, it’s absolutely mental and, love it or hate it, it’ll make you look. Tommi took inspiration for the car’s styling from Jon Olsson’s wide-body, 1000hp Audi RS6 which, at its wildest, was even more flat-out bonkers than Tommi’s concoction. This E61 is a faithful recreation on a marginally more sensible scale: “When I saw a picture of Jon’s car I knew straight away what I wanted to do. Me and my friend drew the shapes for the graphics and another friend cut the strips at his workshop. We wrapped the car and installed M5 grilles in the front arches. We made those DTM spoilers from plastic in my own garage and then wrapped then in carbon film; we had no problems with any of the bodywork but the best thing to have when you’re modifying a car is good friends as they can help you.”

    The graphics are definitely the first thing on this 535d that gets your attention, and they’re certainly not shy, but neither are the outlandish aerodynamic addenda. They are headed up by that big front lip that extends out past the bumper and is held up by two bright red supports. This is then joined by a pair of dangerous-looking canards on either side of the bumper. The side blades that extend out from the sills have winglets at their front and rear edges while at the rear there’s a diffuser with some seriously aggressive vertical slats. The whole lot is then topped off with a roof box. In stark contrast to the exterior mayhem, the interior has been kept stock, but then again there’s nothing to complain about when it comes to black leather wrapped around Comfort seats and the aluminium cube interior trim.


    While in the past Tommi has been more than happy to slam his cars into the ground, with the Touring he wanted to keep things marginally more sensible. “I’m getting old!” he laughs. “My Lorinser Merc had just 6cm (just over 2”) of ground clearance but this has 12cm (just under 5”) and not only is it so much more comfortable but you can also drive faster,” and that’s probably the best reason for not absolutely dropping your car that we could possibly think of. “The suspension is actually only the M Sport suspension but with new shocks,” he continues. This isn’t much but it’s enough as this car is hardly riding like it’s on stilts, with what little arch gap there is certainly nothing to be ashamed of, especially with those 20s bolted to the car. The dubs in question are TSW Mirabeaus, measuring 9” wide up front and 10.5” at the rear, and they really look fantastic on the car. “I have had wheels with big lips before but now I wanted something different so the concave design was my choice,” says Tommi. He chose wisely as they are the perfect size and the ideal style, with the twin five-spoke design really working a treat on the Touring.

    It’s a mad concoction, this, though the car that inspired it was completely unhinged so it’s all relative, really, and what’s actually the most likely thing to raise your eyebrows to the edge of your hairline is just how positive a reaction Tommi’s Touring has received upon its unveiling. “I took it to a few shows and with the #DTM look I won the ‘Best Euro Car’ award from the first show. People really like this car, I think. On the Finnish Bimmer enthusiast forum, BTCF.fi, my build thread has been read 16,000 times and no one had anything bad to say. I was quite surprised,” he chuckles, “but happy.”

    He’s really happy with the car too, though there is one thing he’d like to add… “More power!” he grins, and that makes perfect sense because if you’re building a mad car you might as well make sure it’s completely off its rocker…

    TECHNICAL DATA FILE #BMW-E61 / #BMW-535d-DTM / #BMW-535d-E61 / #BMW-535d / #BMW-535d-DTM-E61 / #BMW-5-Series / #BMW-5-Series-E61 / #BMW-5-Series-Touring / #BMW-5-Series-Touring-E61 / #BMW-535d-Touring / / #BMW-535d-Touring-E61 / #M57D30TU / #M57D30 / #M57 / #BMW-M57 / #TSW

    ENGINE AND TRANSMISSION 3.0-litre twin-turbo diesel #M57D30TU , bigger wastegates, de-cat, #DPF delete, bigger intercooler, remap, six-speed automatic gearbox / #ZF6HP / 380hp, 627lb ft

    CHASSIS 9x20” (front) and 10.5x20” (rear) #TSW-Mirabeau concave wheels with 245/35 (front) and 275/30 (rear) Aeolus tyres, M Sport suspension

    EXTERIOR Camo wrap, carbon front grilles, custom DTM spoilers, M5 arch grilles with M535d badges, rolled arches, roof box

    INTERIOR Standard Comfort seats, standard aluminium M Sport trim, auxiliary audio jack

    THANKS Backwoods Customs (bwcustoms.com)

    “It now makes 380hp and 627lb ft of torque and it sounds like a truck!”

    “The best thing to have when you’re modifying a car is good friends”
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    FROM THE PASSENGER SEAT DTM RIDE #BMW-M4-DTM / #BMW-M4 / #BMW-M4-F82 / #BMW-F82 / #BMW-M4-DTM-F82 / #DTM / #2016 / #BMW /

    From the Passenger Seat We strap in for a wild ride around the Circuit de Catalunya in an M4 #DTM car.

    They call this work? Who’s luckier? The journalist who gets a passenger ride in a #BMW-DTM car or the Works driver behind the wheel? We strap in for a hot lap of the Circuit de Catalunya. Words: Kyle Fortune. Photography: BMW.

    Damn racing drivers. Their ‘work’ consists of strapping themselves into the world’s fastest, most exotic machinery and flinging it about with the sole intention of winning.

    They’re unerringly attractive to the opposite sex; they all wear impossibly expensive watches; and are generally pretty good at any other sport they turn their hand to. That they can pull off wearing a race suit doesn’t help, the slim hips and zero body fat working brilliantly with a sponsorsplattered Nomex romper. That’s in complete contrast to an over-lunched journalist, who’s lucky to be married, has an ordinary timepiece and looks like a badly stuffed Weisswurst in the white race suit. Still, with the HANS device fitted and a full-face helmet, nobody can really see me, and the pay-off for looking like a berk is being ballast in a DTM car.

    Usually, additional weight in a DTM car comes following a win, as the 35kg difference that covers the DTM grid from front to back is entirely based on success. Today, BMW Works driver Dirk Werner, who’s currently racing in USCC for BMW, has been exceptionally ‘successful’, as he’s carrying 90kg of biological ballast. He doesn’t seem to be complaining, giving me a thumbs up as I scramble inside the carbon tub. Getting in is like trying to get toothpaste back into the tube: possible, but messy.

    The sill is as wide as any I’ve ever seen, and a protective guard is positioned before I clamber over it because of the hot exhaust running through it. I’ve just driven the M4 GTS on track, the most physical BMW I’ve yet to drive, but saying it has a roll-cage like the DTM car is like comparing a lock box to Fort Knox: the DTM version feels and looks more like a spaceship than a car. That cage criss-crosses the compartment and Werner sits slightly behind me, as close to the centre as is possible. It’s not built for passengers, and the interior is about as far removed from what I might call a car as anything I’ve ever sat in. Sure, there’s a steering ‘wheel’ (really little more than a two-handled, many buttoned grip like KITT’s), but there’s just about enough space for me, the sixpoint harness securely holding me in place. Once in, there’s the usual safety chat about how to get out, in a hurry if need be, though I’m hoping Werner’s handy enough not to have to worry about that.


    Visually it might externally resemble an M4, but in the interests of keeping the racing close, under that many-winged M4 body is a carbon fibre tub with an integrated fuel tank and steel roll-cage that’s shared across the entire grid. This BMW has more in common with its Audi and Mercedes-Benz competition than it does the road car that wears the same badge. The engine’s wrong, too, a bespoke P66 unit, of which BMW is allowed just ten for its eight-car line-up over the entire season. It’s a 4.0-litre 90- degree naturally aspirated V8 running with air restrictors, its power around the 480hp mark, torque at approximately 500Nm. The engine runs a sealed Bosch MS 5.1 control unit and drives through a pneumatically actuated, paddle-shifted six-speed transmission (standard to all DTM cars irrespective of brand) with a four-plate ZF carbon clutch and adjustable limited-slip diff. Thanks in part to the 1120kg kerb weight it will reach 62mph in just three seconds and the top speed is just shy of 190mph.


    The battery man plugs in the power and the silence is broken by the sound of the starter whirring, the 4.0- litre V8 firing up with the glorious mechanical, metallic rasp and clatter that defines racing engines. You feel it as much as hear it; the vibrations from the engine (mounted just in front of my feet almost under the windscreen) resonate through the M4 DTM’s entire structure. There’s a clunk as Werner pulls the paddle for first, before he guns it up to pit-lane speed. It’s the intensity that’s so rich; as the M4 DTM pulls out of the pit lane onto the track the performance isn’t really other-worldly as the fastest road cars can accelerate with just as much alacrity. Then Werner brakes (some 50 or so metres later than I’d have suggested as prudent), his stamp on the pedal revealing those Schroth Racing belts aren’t as tight as I’d imagined, the ridiculous force the brakes generate making me thankful for the HANS device that helps me keep the chin of my helmet from hitting the top of my chest.


    Apparently braking is tricky; Werner needs to ease off the pedal as he slows as the reduction in speed results in less aerodynamic grip. Even so, the stopping forces are incredible, the combination of massive AP discs (the team is allowed just three sets of carbon discs for the front, and two for the rear per season) and the Hankook racing slicks – again limited in numbers to four sets per two qualifying and two races over a weekend – being the most shocking element of the car’s performance. That and the way it turns in, the speed at which it can carry though the bends is mesmerising, Werner regularly carrying many multiples more mph than you’d think was possible in the faster bends. Here, speed helps, giving more aerodynamic grip. That’s obvious in the slower left hander about four turns from the main straight, which sees Werner winding on a bit of corrective lock, his reaction so quick that it’s barely noticeable.

    Two intense laps later he backs off, the M4 chuntering in that recalcitrant way race cars do when they’re not being driven as fast as they can be. It’s difficult to comprehend all that’s just flashed by, even more so when you consider Werner’ and his contemporaries do this with 23 other cars around them trying to get to the front. Must be good fun! It really is a tough gig being a racing driver…

    M4 DTM’s cockpit is about as far removed from a road-going M4 as it’s possible to get; steering ‘wheel’ is a tiny device Below: Exhaust runs straight through the sills.
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    EXTREME #BMW E46 M3 #Supercharged wide-body monster

    ARCH NEMESIS / #BMW-3-Series / #BMW-3-Series-E46

    DTM FiberWerkz has been behind a couple of wild builds and this supercharged, wide-body E46 M3 is no exception.

    The latest build from DTM FiberWerkz takes the familiar form of the E46 M3 and exaggerates its muscles in all directions. It’s wide, it’s mean, it’s low… and it’s got enough go to back up the show. Words: Daniel Bevis. Photos: Peter Wu.


    The E46 is very much the #BMW-3-Series of choice for 2016; we’re predicting a lot of interesting things on the scene for this generation in the coming months. This is due in large part to its chronological positioning, being neither too new to be affordable nor old enough to be ‘classic’. A lot of people view older cars as a gateway to financial ruin (not always fairly, but these mental hurdles are insurmountable for some), so the E46 sits in quite a happy middle ground – it’s new enough to be reliable and powerful in a modern sense, which makes it rather good value as a used buy, but it’s sufficiently inexpensive, comparatively speaking, for the average Joe to tear into in his garage, modifying with a clear conscience and little chance of an angry call from the bank manager. E46s are where the smart money is right now.

    With this in mind, the aftermarket has this model firmly in its crosshairs, and there are none more enthusiastic about showcasing the thing than Northridge, California’s DTM FiberWerkz. The company ethos is very closely aligned with BMW’s own approach to the development of the E46, which was to take the successful E36 as a base-point and make every element a little better; the bodyshell was 70% stiffer, the suspension was studded with aluminium components, the weight distribution remained as near as dammit to 50/50 in line with core principles.



    DTM FiberWerkz augments this approach by placing the driver even more squarely in the middle of the formula. ‘If there’s one thing more rewarding than exploring the potential of your BMW, it’s discovering your own’ is its motto. And as this latest line in E46 upgrades demonstrates, it’s giving the driver as much of a helping hand as possible.


    “The main reason for working on the E46 M3 body was that aerodynamic parts were lacking for it in the aftermarket,” explains company founder Ary Minassian. “We wanted to design a functional rivet-on flare kit for the M3, as the only other wide-body in production is the GTR which almost all true E46 race cars use, and we also manufacture. We aimed to design something that was the same width as the GTR kit but with more functional and easily installed parts compared to the complete wide-body conversion. These flares would only require paint and external fitting, the four flares giving the same width as the GTR.”

    This makes a lot of sense for race cars as it means parts can more easily be swapped out and replaced when damage occurs, but it’s also a smart move for street applications, providing a comparative ease of fitment that circumvents the apprehension that some owners may have about extensive body mods. Oh, and you can’t discount the awesomeness factor either – it’s hard to deny that these wide flares look pretty badass in situ, taking a familiar silhouette and forcing it through a cartoonish filter. It’s as if the everyday commuter 3 Series on your neighbour’s drive has been shimmered through the paint box of a 1970s hot rod caricaturist, and that’s no bad thing.

    “We wanted to use the E46 M3 SMG specifically, because since we were going to run such wide wheels, tyres and arches, we also wanted to run a supercharger from VF Engineering,” Ary says. “We knew with the power of the ’charger and the SMG transmission the car would have a similar feel to a proper race car, so the go would match the show. The power of the car is right at your fingertips and the supercharger keeps pulling you forward all the time!”


    You can tell from the way that Ary chatters away about this build that he’s no pen-pushing suit – he’s in this business because he’s passionate about the cars, and his engaging and eager persona really accentuates this. The demeanour explains the growth of his business, EuroStopUSA, which was established in #2002 as a performance shop selling custom body kits, wheels, exhausts and lowering springs, mainly catering for BMWs. As word spread and the customer base grew, so the ESM Wheels and DTM FiberWerkz brands crystalised, the latter growing by word-of-mouth and street culture, while ESM developed through offering a unique selection of wheel designs in a plethora of colours, fitments and specs. By the time of this project’s inception, the guys were really on a roll.

    “The car was completely stock when we acquired it, and a perfect candidate for what we wanted to use it for,” says Ary. “We found it listed locally on Craigslist. As we design and manufacture parts, we look for cars with straight and true bodies with no damage, so when the parts are designed and ready to make a mould we can ensure the part will be as close to a factory fit as possible.

    “The principle goal of this car was to design a new option wide-body flare kit,” he continues. “We did face some issues during the research and development of the design when it came to shaping something to flow with the rounded body lines of the E46; we tried a box-style flare, but ultimately came to the conclusion that it looked a bit too square on a rounded car, so we changed the shape to blend with the lines of the body. Shaping the flare kit was by far the most challenging part of the process – because it is a part that we’ll be manufacturing for customers, we wanted to make sure it would fit perfectly on every car, have a good aesthetic, and most of all be functional and easy to install and remove.”

    This all speaks of DTM FiberWerkz’s fastidiousness when it comes to product development, but it’s important for us to remember that there’s more to this car than a set of rivet-on aftermarket arch flares. Just take a look at the interior, for example – it’s a brilliant manifestation of your classic dual-purpose build. The back end is pure race car, it’s been stripped down to its bare bones, rocking a sturdy half-cage and not a whole lot else. Moving forward beyond the B-pillars you’ll spot the unmissable scarlet flash of a pair of Sparco Evo buckets, and then as you swivel your head owl-like through 180-degrees you’ll find that… you’re in a normal street-driven M3. Huh. Weren’t expecting that, were you? There’s a full dash, OEM doorcards, even the stereo and carpets are still in place. It’s like a mullet; business up front, party in the back.


    Moving to the outside, the outrageous aesthetic that’s been achieved by Ary’s team reminds you that the addition of wide-arch flares isn’t just a case of sticking them to the car, dusting off your hands and going for a beer. You’ll be needing some much wider wheels to fill them, and given that you’ve set out to make your car something of a headturner, the design aspect is something to which you’ll need to give some deep degree of thought. In the case of this car, it could only be a set of ESM wheels. But which ones? Ah, decisions, decisions… after much head-scratching and soul-searching, Ary plumped for a square setup of 11x18” 007s in a gold platinum finish, slathered in sticky R888s to further ramp up the overall sense of purpose.

    The fellas at DTM FiberWerkz are, as you’ve gathered by now, painfully aware of the importance of the holistic approach, so when Ary talks about this set of wide-arch flares, it is of course just one element of a broader picture. After all, an E46 M3 with wide arches and nothing else on its comparatively slender body might look a bit odd. So this car has had the full works, it’s a riot of carbon fibre, beginning with the CSL-style roof spun from that magical weave.


    There’s a vented carbon bonnet, a carbon bootlid with integrated oversize ducktail, side skirt extensions and carbon mirrors, and a racy front bumper complete with carbon canards and undertray. It’s not all for show either, these guys are dead serious about the aero efficiency of their products. It keeps them up at night.

    “The car debuted at the 2014 SEMA show in the ESM Wheels booth, where we displayed it with the Version 1 flares and black 11x18” ESM-007 wheels,” Ary recalls. “At the time, the front V2 flares were not designed with the cutout behind the tyres. Many people loved the look of the car, and as it was the first rivet-on flare kit for the M3 we gained a huge international reputation from the show. In 2015 we again used the car at SEMA for the ESM Wheels booth, but this time around we changed the look to its current stage, with gold wheels and V2 flares along with some other carbon fibre goodies. For some reason people seemed to like the current look better!”

    That’s a perfectly natural reaction to evolution, really. Honing and perfecting to make it the best it can be, and folk recognise that sort of effort and tenacity. So, what’s next? A V3 evolution for SEMA 2016? “No, I think this car is complete now,” Ary laughs. “We’ve always got new projects in the pipeline, and we’re developing a lot of new stuff right now, branching out into some diverse areas: Porsche 996/997, Fiat 500, Dodge Challenger… and we’re working on a project that we think a lot of BMW enthusiasts would love to see: a 318ti Compact with a wide-body conversion and a supercharger, which will be debuting at Bimmerfest in May 2016.”

    So there you have it – the smart money lies in tuning the E46 coupé, that’s going to be the big cheese this year. But you’d better get it done quick and right, as you’ll all be clamouring for Compacts after that…


    Carbon canards and rear diffuser are just some of the many carbon additions.

    DATA FILE #DTM #FiberWerkz #BMW-E46 #M3 / #VF-Engineering-Stage-3 / #VF-Engineering / #BMW-E46 / #BMW-M3-E46 / #SMG / #BMW-M3-SMG-II-E46 / #BMW-M3-SMG-II / #BMW-M3-SMG / #BMW-M3 / #BMW-M3-Supercharger / FiberWerkz / #BMW-M3-FiberWerkz / #BMW-M3-FiberWerkz-E46 / #Clutchmasters / / #S54B32-TUNED


    ENGINE & TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #VF-Engineering-Stage-3-Supercharger kit and tuning, #Agency-Power full race exhaust system with titanium tips, six-speed #SMG-II gearbox with #Clutchmasters-Stage-3 race clutch.

    CHASSIS 11x18” ET0 ESM-007 wheels (f & r) in gold platinum finish, 285/30 (f) and 315/30 (r) Toyo R888 tyres, #Megan-Racing coilovers, factory-upgraded discs and pads

    EXTERIOR DTM #FiberWerkz-GTR-S kit comprising V2 vented wide-body flares, Race front bumper with undertray, carbon fibre lip and canards, carbon fibre side skirt extensions, full Race rear diffuser, carbon fibre bootlid, vented carbon fibre Race bonnet, CSL-style carbon fibre roof, carbon fibre mirrors

    INTERIOR Stripped rear, Sparco Evo 2 US seats, Autopower Industries race roll bar

    THANKS Our staff at #DTM-FiberWerkz and #ESM-Wheels , Stan at Toyo Tires, Clutchmasters, James at Megan Racing, Ayed at Kings Autobody, VF Engineering, Sparco Racing

    The car was a perfect candidate for what we wanted to use it for
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    UNDER THE RADAR S3 8V 380bhp sleeper

    From Imola yellow daily driver, to matt grey stealth bomber; this 380bhp S3 has packs an unexpected punch… Words Davy Lewis. Photography Dave Jack.

    I have a confession to make: I like yellow cars. There’s something about the bright hue that just does it for me – especially when it’s freshly polished on a bright sunny day (not that this happens much in the UK). I almost bought an Imola yellow B5 S4 avant a few months back, which I neither needed, nor could really justify – but it was the fact it was yellow that had me sorely tempted.

    So, why on earth am I banging on about yellow, when the car you here is clearly, grey? Well, I’ll let you into a little secret: this S3 was once yellow (technically still is, it’s just hidden under an immaculately well applied 3M wrap).

    “I fancied a change from yellow and the matt grey appealed as it’s subtle and understated – the complete opposite to how it was originally,” says owner Richard Steele. It’s refreshing to see someone wrap their car in this way – many do it the other way round – adding bright vinyl to a black or grey car.

    “Prior to the S3 I had a slightly modified A3 Black Edition. I loved everything about the car, until I test drove an S3 and had to have one!” says Richard. With his heart set on an 8P, he set about searching for the perfect car. He quickly found the Imola yellow example, which ticked (almost) all the boxes – it was a Black Edition with DSG and sat nav – the only things missing were the wing back Recaros.

    “My goal with the S3 was to give it RS3-inspired looks and performance as this is the car I ultimately hoped to own eventually; at the time I wasn’t really in a position to afford an RS,” recalls Richard.

    The upgrades began slowly at first with a Stage 1 remap, some new wheels, and lowering springs. But it wasn’t long before things progressed somewhat…

    Richard continues, “After about a year of ownership I ended up with a 380bhp, mini monster that would give most big fish a run for their money. The 0-60 was recorded on a Racelogic box at 3.7-seconds. It’s fair to say that with launch control, it went like a stabbed rat!” he laughs. With relatively simple engine upgrades, it’s testament to just how good the S3’s 2.0 TFSI unit is, that it can be persuaded to make almost 400bhp and deliver supercar levels of acceleration.


    An APR Stage 2+ map is key to the power, which has been calibrated to work with the full Milltek turbo-back exhaust system with de-cat. With the restrictive cat and downpipes replaced, there’s so much more potential in these cars. A Loba high-pressure pump gets the super unleaded in fast, while a CTS carbon intake takes care of feeding cool air to the engine. With 380bhp and 559Nm, this is one rapid S3. Any more than this would require turbo and supporting upgrades, but for bolt-on tuning on OE engine and turbo, it’s certainly effective.

    Part of the appeal with this particular S3 was the fact it had an S-tronic box. The stock unit offers fast shifts – but these can be ramped up further still with a gearbox map. Ecotune have livened things up so that Richard can hold onto gears for longer; take advantage of faster, crisper shifts and, of course, use the launch control function – which was key to the blistering 0-60mph time he achieved.

    When it comes to wraps, the matt grey look always seems to work well, especially when teamed up with some gloss black details. The window surrounds and rear badges are all gloss, as well as the RS-style honeycomb grille and air intakes in the front bumper. It all looks very classy. But there’s a nod to the OEM paintwork with the bright yellow brake calipers and S3 badges.

    Wheel choice is something that’s very personal and even slight differences in offset or design can have a big impact on the overall look of a car. In this case, Richard has stayed true to his OEM roots and gone for a set of 8x18in multi-spokes from an A4 DTM. They look like they were made for the 8P; subtle, classy and offering plenty of room to show off the bright yellow brakes (with some 3mm spacers added). Incidentally, the calipers are RS3 units, painted to match the original Imola yellow paintwork – but they look just as at home alongside this matt grey wrap. These high-spec OEM brakes also do a grand job of hauling this 380bhp 8P down from big speeds.

    The final chassis tweak came in the form of the suspension. Not wanting to go for uncompromising coilovers, Richard fitted some quality H&R sports springs which bring the ride height down nicely, which not only looks much better also tightens up the handling. With less pitch and roll, the S3 feels more planted through turns, allowing more spirited progress to be made. Thankfully there’s plenty of grip from the quattro drive system, powering Goodyear Eagle F1s at each corner.

    Inside, this immaculate S3 is already well equipped with a flat-bottom wheel, Bose audio and sat nav, but that hasn’t stopped Richard putting a personal touch on it. Some neat yellow stitching has been added to the wheels and the gear gaiter – another nod to this car’s Imola yellow roots.

    A large part of the fun for Richard, like many others, is being able to meet a network of like minded Audi enthusiasts. “I’ve made good friends with local enthusiasts,” he says, “they all had a part to play in the build; we always help one another with tuning each other’s cars and sharing advice/opinions. It’s this aspect of the build I’ve enjoyed the most.”



    With the S3 pretty much where Richard wants it; that is, a credible RS3-chaser; he’s decided it’s time for a change... “Just as I was getting to the stage where I was happy with the build, a perfectly spec’d and priced Daytona grey RS3 came along, so I ended up parting with my beloved S3. The RS3 build is currently underway and should hopefully be featuring in #Drive-My in the near future,” he adds with a smile. We hope so!

    SPECIFICATION #Audi-S3-8P / #2011 / #Audi-A3-8P / #Audi-S3 / #Audi / #Audi-A3 /

    Engine 2.0 #TFSI 4-cylinder turbo, #CTS-Turbo cold air intake and heat shield, #Loba high pressure fuel pump, turbo back full decat non-res #Milltek exhaust system, #APR stage 2+ map.

    Power 380bhp and 559Nm.

    Transmission 6-speed #S-tronic with #Ecotune custom map.

    Brakes Custom RS3 front calipers, TT RS front discs, #HEL braided lines, stock S3 rears.

    Suspension #H&R sports springs.

    Wheels and tyres 8x18in #Audi A4 #DTM wheels with Goodyear Eagle F1 Asymmetric 2 225/40R18 and 3mm spacers at the front.

    Exterior #3M matt dark grey vinyl wrap by TLC Detailing, custom S3 badges, RS3-style grille, sticky vinyl personalised number plate, gloss black trim, APR badge.

    Interior Recaro bucket seats, custom steering wheel with yellow interior stitching to match.

    Tuning contacts/thanks Ecotune www.ecotune-scotland.co.uk, TLC Detailing www.tlcdetailing.co.uk, APR www.goapr.co.uk, Dave Jack at Space 21 Photography for the photoshoot

    Top: Fast but stealthy Below: More cheeky yellow details
    “With launch control, it went like a stabbed rat!”

    Below left: Yellow stitching is neat Bottom More yellow on the RS3 brakes.

    “I ended up with a 380bhp, mini monster”

    Above: Grey wrap looks classy on this 8P S3.
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    RACING BULL

    Taking its inspiration from DTM, this Red Bull-liveried custom wide-body E92 M3 is no shrinking violet. Bryan McGhee has taken inspiration from the world of #DTM to create a unique and imposing E92 M3. And it’s very far from an off-the-shelf build… Words: Daniel Bevis /// Photos: André Neudert

    Red Bull is one of those brands whose name implies impeccable quality when it’s plastered along the side of a race car. Your brain happily suspends the knowledge that the product in question is a cloyingly saccharine fizzy drink, as there are so many other high-octane associations that are pushed to front-of-mind when you see that iconic dark blue canvas, liberally sprinkled with yellow suns and, er, red bulls. The livery has slipped seamlessly into the pantheon of all-time classics – not quite up there with Gulf, Martini or JPS, but on the way. Think about it: countless F1 championship wins, NASCAR , Dakar, that astounding Peugeot 207 that decimated the Pikes Peak record – Red Bull and fast cars go hand-in-hand.

    An appropriate stylistic choice for an E92 M3 then, no? Even in stock form, we know that this #V8-powered looper is a formidable beast, with its vast reserves of horsepower and general disregard for the commonly accepted laws of physics. Of course, we also know that applying race car livery to a standard car, no matter how pacey it may be, is a questionable thing to do. Look how many ST205 Celicas there are out there covered in Castrol rally stickers, and Volvo 850 estates with #BTCC colours. You’ve got to actually do something to the car first or you might look like a wally. Thankfully Bryan McGhee, owner of this M3 has nailed that element head-on; rather than relying on off the- shelf parts, his E92 offers an intriguing platter of bespoke and custom touches. And as an ex-military man, you can be sure that it’s been finished with militaristic precision…

    “Every car I’ve owned has been modified,” he explains. “This comes from my upbringing in South Central Los Angeles, and the influence of my family members who were into motorsports.” Bryan’s first car was a 1964 Chevrolet Impala, which is a pretty gangsta way to get your training wheels off, and he’s since enjoyed three Mustangs, a 1976 BMW 2002, and a mighty V10-engined Dodge Ram SRT-10 (which he sold to buy this 2010 E92). “I’ve always respected the BMW brand,” he says, “ever since I bought my 2002 back in the mid- Eighties, when I was stationed in Hawaii with the US Army. I’d say that owning a BMW is more than just owning a car – you’re buying into a piece of auto engineering history. And now that I own an M3, there’s a piece of that history that I can share with my son, who’s a motorhead just like his pop!”


    Now based in Germany, the retired sergeant major is closer to his favourite automotive brand’s spiritual home than he was in Hawaii or LA, the winding lanes of Vorbach nestled cosily in the north-eastern corner of Bavaria. Of course, there’s nothing cosy about the race-inspired intent of his E92, that’s an altogether angrier proposition, counterpointing the tranquillity of the countryside with aggressive barks and motorsport tinnitus-inducement. “I’ve always been a fan of the DTM and GT2 race series, and I wanted to build a car to replicate that spirit – a real racing car for the street,” says Bryan. “So I bought this car from Bavarian Motor Cars in Grafenwöhr, totally stock, and set about planning the transformation. Naturally the first thing I did, was give it a good wash. I’m fastidious about cleanliness, and it was raining that day…”


    Pretty much as soon as he could see his face grinning back from the gleaming paintwork, Bryan set about fulfilling his race car to-do list. The first thing to tackle – as with around 90% of the cars we feature, in fact – was the suspension; Bryan had an eye on stance, naturally, but was primarily looking for something that would be fit for purpose on those country lanes, something to complement and enhance an already impeccable chassis.

    H&R Clubsport coilovers were the order of the day; famously tested extensively at the Nürburgring, they offer totally flat cornering and supreme directional control, so are much in-keeping with the aspirations of the build. This box-ticking was quickly followed by an upgrade to the exhaust system, a Flowmaster cat-back affair helping the brawny V8 to breathe a little more freely. A BPM Performance Tune brought peak power up to a heady 475hp, which is close enough to the power output of a bona fide DTM racer to keep things entertaining.


    “At this point, I started to think about wheels,” Bryan recalls. “It had to be something that was light and strong, but also had an appropriate motorsport look.” In the end, after much deliberation, it was 360 Forged who got the call, with a set of wide rims in a 20” diameter being powdercoated in red and black to infuse a sense of malice.

    And just think for a moment about how much rubber you need to encase a wheel that’s 20 inches across and a foot wide – those Dunlop Sport Maxx tyres certainly provide a clear statement of intent. It’s at this point in the build that things start to get really interesting. Bryan wanted the car’s exterior to be unique – at once recognisable and clearly removed from the mainstream. This had to be a build that offered something different, that could hold its head up high among its peers. While the aesthetics began with a smattering of readily available parts – a Driftworks carbon fibre spoiler imported from the UK, and a carbon fibre bonnet, front bumper and bootlid from Arkym in California – it was the work he commissioned VB Customz in Grafenwöhr to carry out that really made the difference.


    We’re talking about a complete redesign of that aftermarket bumper, a unique widebody kit to rein in those vast wheels, and all manner of custom, hand-fabricated parts from spoiler supports and splitters to canards and a rear diffuser. The genius of the design is that none of it looks outlandish or out of place; aggressive – sure, unusual – certainly, but not at all jarring.


    “While all this was going on, I’d turned my attention to the interior,” Bryan recalls. “VB Customz had deleted the rear seats and trimmed everything to have more of a motorsport vibe, and there’s now an aluminium cage in there from Wiechers, and a pair of FIA-approved GP Race seats from Barcelona, with Sparco harnesses to suit.” The dedication to the race car ethos is strong in this one, and Bryan’s obsessive about the details – there are no half-measures here, only considered decisions. “The seat coding was sorted out by BPM Sport to eliminate the airbag fault code,” he says. See?

    Fastidious. Because this isn’t a laser-focused, stripped-out racer, it’s a road car that sees daily use. The fact that it has so much racer DNA is what gives it the edge.


    “The Red Bull graphics are unique as they’re all hand-made by me,” he continues, with a touch of pride. “I’m an artist, so cutting the decals was more fun than it was tedious… All-in-all, the project’s taken about two years, although cars are never really finished, are they? There are always things to do – I’m thinking about a big brake kit next.”

    The unique look of this Red Bull roadracer does seem to be going down well so far. Bryan’s first outing with the ‘finished’ product was to the Street Culture Treffen in Regensburg, and it’s fair to say that the reaction was excitable, setting social media aflame with an influx of photos and videos of the brutal M3 in action, the crowd parting like the Red Sea as he rolled out.

    “That was pretty humbling. The autobahn experience is always entertaining too, and dropping my 12-year-old off at school is priceless,” Bryan laughs. In fact it sounds like the lad’s got designs on the car for himself: “He thinks he’s going to get it when he turns 16,” says Bryan, “but mom says no!”


    Well, you can’t blame the lad for trying – particularly when pop talks about augmenting that mooted big brake kit with a supercharger. Now that would really be something to impress your classmates! For now, however, Bryan still has the keys firmly in his hand, and he’s enjoying the fact that his innovative build is deserving of those iconic colours. Much like a can of Red Bull, this E92 is light, robust, packed full of effervescent energy, and has the ability to shake up the schedule of your bowel movements if you’re not careful. If ever there’s an M3 that’s guaranteed to ramp up your friskiness levels, this is it.


    DATA FILE: #BMW-M3-DTM / #BMW-M3-E92-DTM / #BMW-E92 / BMW / #BMW-M3-E92 /

    ENGINE AND TRANSMISSION 4.0-litre #V8 #S65B40 / #S65 , #BPM-performance tune (475hp), #Flowmaster cat-back exhaust system, stock six-speed manual gearbox.

    CHASSIS 10.5x20” (front) and 12x20” (rear) 360 #Forged Maverick 5 three-piece wheels with 255/30 (front) and 305/25 (rear) Dunlop Sport Maxx tyres, #H&R Clubsport coilovers.

    EXTERIOR Custom wide-body kit by #VB-Customz , #Arkym carbon fibre bonnet, front bumper and bootlid, custom diffuser, front and side splitters, canards and DTM-style wing mounts, #Driftworks carbon fibre spoiler, custom paint and handmade #Red-Bull graphics.

    INTERIOR #Wiechers four-point aluminium roll-cage, #GP-Race seats, #Sparco five-point harnesses, rear seat delete, #GoPro Hero3.

    THANKS Thanks to my wife and son, Elisabeth and Jonah, for their input and support. Thanks to the Lord who makes everything possible. And thanks to André of Speedy Shots for taking an interest in my project.

    “I’d say that owning a #BMW is more than just owning a car – you’re buying into a piece of auto engineering history”

    Engine bay might look stock but a #BPM-Sport performance tune delivers an impressive 475hp.
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    HERE COMES THE ‘BOOM

    No stranger to seriously modified BMWs, photographer Kevin Raekelboom’s latest creation may be his wildest yet. Words: Elizabeth de Latour. Photos: Kevin Raekelboom.

    If you like your E30s to be jaw-droppingly spectacular, you’re going to enjoy this one . Not only is Belgium resident Kevin Raekelboom a talented photographer with one of the best names in the business, he also has a talent for building utterly spectacular project cars. His last effort was a bagged E21 that we featured back in June ’13 and over the past year and a bit he’s been at it again, building the #BMW E30 you see before you here. Kevve’s approach when it comes to builds is most definitely of the ‘allout’ variety and it’s certainly working for him.

    His BMW E21 had been a mix of classic exterior elegance contrasting with an adventurous carbon and Kevlar interior mix, which created a striking juxtaposition. For his next project, Kevve decided to push the boat out just that little bit further… Step one was choosing a car. Here he decided to keep it 3 Series; it had served him well before, after all, and he had the perfect project car starting point in the family: an unassuming #1983 six-cylinder 320i manual that surely had no idea what was about to happen to it. “I bought it from my brother who didn’t have the time for it,” explains Kevve. “He bought it two years ago to restore it but then he bought a house and did a lot of construction on it and had no more time for the car. It was in pretty good condition but needed some attention.”


    The engine here has been left completely stock, as this is very much a visual exercise, though Kevve has had a straight-through custom exhaust made, which handily meant that there was no need to worry about any sort of audio upgrades: “There’s no need for music with an engine sound like this!” So, with all efforts and energy channelled into the aesthetics, it’s no surprise that the finished article is so utterly spectacular. Having bagged his previous build, Kevve knew that his next project would also be on air-ride but with an E30 that’s no simple task. “There was nothing standard available for the car off-the-shelf at the time,” he explains, “so I had to go with a custom air suspension setup. Thanks must go to Kean Suspensions for helping and supplying the parts for this. I don’t know how much lower it is than standard but it touches the floor with the engine, front lip and exhaust line, so can’t go any lower.”


    There are numerous exterior modifications, some obvious, others less so. For example, the inner wheel arches have been widened both front and back and you may or may not notice that the passenger-side mirror has been removed. The front-end is a very clever mix or elements – Kevve has opted for a facelifted front but matched to a pre-facelift bumper onto which he’s grafted a DTM front lip – giving the car a face that spans two incarnations of the E30 and then spears off on a motorsport tilt, further reinforced by the addition of the Speedhunters towing strap.


    The finishing touch is the set of four original OE #Hella yellow headlights which not only add a flash of retro charm but also offer a fantastic contrast to the all-grey exterior. Ah yes, that paint. For such a special project a special hue was needed and after a bit of searching, the decision was made to go for Lamborghini Grigio Telesto (the same as the E46 M3 on p8). “I saw it on a Lamborghini Gallardo in Las Vegas and fell in love,” says Kevve. This is an awesome shade of solid grey with incredible impact yet it’s surprisingly rich and light enough to allow the light to pick up on the details in the bodywork. It looks fantastic on the classic E30 shape and really makes it stand out.


    Of course, choose the wrong wheels and nothing else will matter, regardless of how much effort you’ve put into making your car look amazing, so making the right choice was incredibly important for this project. There was never any doubt in our minds that Kevve would do anything other than blow us all away with his wheel selection and he’s done exactly that with these utterly gorgeous #VIP-Modular-VXS210 s. “I’ve always loved these VIP Modular wheels,” says Kevve, “and I wanted something else other than the BBS RS wheels. Don’t get me wrong, I had them on the BMW E21 but I wanted to step up the game and try something different.”

    When it comes to wheel selection on E30s, size matters; but it’s a case of going too big that can often be the problem, so these VIPs measure a modest 17” across and a very reasonable 8”-wide up front and 9” at the rear. Their finish is utterly mesmerising – a gloss copper that looks incredible in the sunlight, rich and warm.

    Matching centre caps and the step lips help to further catch the light and add an extra visual dimension to the wheels. Going for a single colour across the entire wheel is a brave, bold move that can look incredible with the right colour and it’s definitely working here. As a final subtle touch, the bolts are finished in gold, adding a little something extra that only the most eagleeyed observer will be able to spot. The contrast against the expanse of grey bodywork is incredible and the overall effect is stunning.

    So, the outside delivers a big visual hit thanks to some amazing details in an otherwise clean and simple style but the interior certainly holds its own. It’s actually difficult to know where to start here, there’s so much work that has gone into transforming the cabin. The carpets are gone, there’s not a single strand of fibre left across the entire interior, and everything that would have once been carpeted has now been painted matt black. The rear seats have been removed and in their place sits a Wiechers roll-cage, while the front seats have been replaced with a pair of the most alien sport seats out there – all-metal Kirkeys, which look utterly mental. They also look incredibly uncomfortable but are actually meant to be pretty gentle on your butt; Kevve drove this car over to the UK from Belgium for the Players Classic show, so that tells you a lot. The deep-dish sport steering wheel is the perfect partner for the no-frills, no-nonsense seats but the vast expanse of caramel leather offers a delicious luxury contrast. The entire dashboard, doorcards and mid-tunnel are lovingly coated in the buttery soft and beautiful leather. It’s quite literally like the fondant topping on an already amazing cake and gives the incredible interior one more layer, one more tasty treat to enjoy.


    Kevve’s E30 is an astonishing machine built to an incredible standard but, based on his tenure with the E21, we had the feeling that the E30 wasn’t going to be hanging around long for him to enjoy… and that’s exactly what happened. Despite the vast amount of time, effort and, of course, money Kevve’s spent on this car, after just a mere few months of pleasure with it, he’s now sold it to an enthusiast right here in the UK. Fortunately, Kevve’s pretty pragmatic about the whole situation: “I only drove the E30 once a month and I really needed space in my garage so it had to go.

    “I don’t know what’s next. I’m focussing on my business at the moment but I’ll probably build something for Wörthersee.” Whatever that ends up being, you can guarantee it’s going to be awesome. We can’t wait…


    TECHNICAL DATA FILE #BMW-320i-E30 / #BMW-E30 / #BMW-320i

    ENGINE & TRANSMISSION 2.0-litre straight-six #M20B20 / #M20 , custom straight-through exhaust, five-speed manual gearbox.

    CHASSIS 8x17” (front) and 9x17” (rear) #VIP-Modular VXS210 copper coloured wheels with gold bolts with 185/30 (front) and 195/40 (rear) Nankang NS20 tyres, custom air suspension built from scratch with #AccuAir management, Viair compressors, refurbished brakes throughout.

    EXTERIOR Custom respray in Lamborghini Grigio Telesto, widened inner wheel arches (front and back), new face-lift front with pre-face-lift bumper, #DTM front lip, all towing hooks removed, Speedhunters towing strap, windscreen wipers removed, original OEM Hella yellow headlights, deleted right hand mirror.

    INTERIOR Carpets removed, floor surfaces painted matt black, rear seats removed, Wiechers roll-cage, Kirkey racing seats, leather-trimmed dashboard, doorcards and mid-tunnel, built-in air gauges, deep-dish sport steering wheel.

    THANKS A massive thanks must go to my brother who helped me with loads of things on the car, even during the long nights working hard to get it ready, my girlfriend for the many, many hours together in the garage working on the car and helping me find parts on the internet, my sister for picking up parts for me everywhere, my brother-in-law for helping me with building the seat rails, John for painting the car, Kean Suspensions for supplying the air suspension parts, Christophe from Sexy Wheels for getting the VIP Modular Wheels.

    This E30 is about as low as you can go and looks absolutely incredible aired out.

    “I wanted to step up the game and try something different”

    Dashboard, doors and transmission tunnel have been covered in beautiful caramel-coloured leather.

    Interior has been stripped of all audio, carpets and rear seats, with cage and Kirkey seats added.

    “It touches the floor with the engine, front lip and exhaust line, so can’t go any lower”
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    BOMBS AWAY! BONUS: RETRO RIDES

    BMW E30 Want to know what the next level is? Take a look at this Belgian beauty to find out.

    THIS BMW E30 BOASTS BARKINF SIX-POT, STEALTHY PAINTWORK AND A WHOLE HOST OF COLD WAR STYLING CUES – IT’S A LONG WAY FROM YOUR AVERAGE TRACK-DAY BEEMER!


    The #BMW E30 is one of those cars that once littered the streets of the UK. It was a common sight and though undoubtedly a good looking and fine handling car, their sheer ubiquity meant that only the likes of the M3 and the larger capacity six-pot models really attracted much attention from the tuning fraternity. It was a similar story around the globe, with the cars steadily building up a hardline, intensely loyal following, something that’s only grown in size and fervour as the E30’s numbers have begun to dwindle. A rich motorsport history and a career spent kicking the stuffing out of all comers in touring car championships across the world helped as well. And that goes a long way towards explaining why the vast majority of tuned E30s tend to stick with the racing theme. All of the above makes this car a welcome breath of fresh air.

    It’s been put together by long time Fast Car photographer Kevve Raekelboom, and, in looks at least, it’s about as far from those pristine, inch-perfect race cars as it’s possible to be. Not that that’s a bad thing of course. Kevve’s car just looks a lot more brutal, raw and, dare we say it, menacing.

    Those bare-metal Kirkey bucket seats are a case in point. They look like they’ve been lifted straight from the cockpit of a B52 bomber! In fact the whole interior wouldn’t look too out of place in some kind of Cold War plane. With all traces of carpet removed and replaced with matt black paint, the rear bench having been dumped, the extensive Wiechers roll cage poking its way into every corner and no ICE at all! “Who needs music with a car that’s this loud and sounds this good,” chuckles Kevve. In fact the only minor concessions to comfort and everyday usability to be found anywhere inside are the leather-clad dashboard, doorcards and transmission tunnel – all of which provide a foil to all that uncompromising exposed metalwork.

    This brings us onto what’s under that pristine bonnet, in this case a carefully fettled BMW six-pot. Now BM’s six-bangers really are the stuff of legend, blending performance with everyday usability and, of course, one hell of a soundtrack. The proof of this is in the pudding, with the unit between the front wings boasting a handy 190bhp. That’s a figure that’s been coaxed from the 2.0 by simply adding a custom side-exit exhaust system, an aftermarket induction kit, and a few other minor fuelling and cooling mods. Okay so 190bhp isn’t exactly going to cause GT-R owners to wake in the middle of the night sweating with fear, but it’s plenty in something as lightweight and well balanced as this E30. Gear selection duties are ably handled by a tight, six-speed manual – again chosen as it makes the most of the modest power available.

    The drivetrain is all very conventional and wouldn’t look at all out of place on a budget E30 track car, but that stunning grey paintwork undoubtedly would. It’s actually Lamborghini Gallardo grey, and makes the boxy, bluff looking Beemer appear even more aggressive and moody, with the result being that the car now has more than a hint of navy fighter jet going on. “I’d been wondering what colour to go for for months. I hadn’t spotted anything that really appealed to me,” Kevve recalls. “It was only when I spotted this on a Gallardo in Las Vegas that I made up my mind – it was love at first sight!”

    There’s a lot more going on here than meets the eye, with Kevve having blended soughtafter OEM extras (like that deep DTM front valance) with carefully selected aftermarket parts, all of which make the car look that much more purposeful.

    Fully paid up Beemer-geeks will no doubt have spotted that Kevve’s also taken the slightly unusual step of fitting the facelifted E30 front end with pre-facelift chrome bumpers. This is a mod that, on paper at least, really shouldn’t work. And yet there’s no doubting that it really, really does, with the bright chrome helping to break up the dark grey paintwork perfectly.

    While it’s probably the shade of Lambo grey that grabs most people’s attention to start with, it’s Kevve’s choice of wheels and his car’s sump-botheringly low stance that really get them talking.

    The former are 17in VXS210 VIP Modular Wheels and were chosen precisely because they’re so rarely seen on BMWs, with most E30 owners opting to run BBSs or something flat-faced and motorsporty. Their copper colour also helps them stand out against the grey and black bodywork, though their considerable width (8in at the front, 9in at the rear) meant the inner arches did have to be modified to provide enough clearance for them. The suspension is actually a custom air kit from Kean Suspensions, Kevve having decided that only bags would leave him the stance he knew the car demanded. “There’s nothing available off the shelf that goes low enough, so I had to go the bespoke route,” he says. “I don’t know how much lower it is than standard, but it touches the floor with the engine, front lip and exhaust, so I can’t go any lower!”

    Two long years of hard work have resulted in one of the best BMWs currently on the modding scene, one that’s all the better for looking totally different from pretty much every other E30 out there.

    There’s no doubting that Kevve’s looked far and wide and drawn on all manner of influences when building it, with the mix of OE hardware and exotic parts offering pretty much the perfect blend, and all on a model that’s now a very rare sight on our roads. Kevve’s still tight lipped when pressed about plans for the future, though he does admit that he might move on to tackle something totally different.

    “I’ll either start afresh and build something new, or I’ll go to town on the engine with some kind of crazy, big-power turbo setup!” Whatever he chooses to do, we’re confident that Kevve’s eye for detail and knack for thinking outside the box will result in something that’s seriously cool and, with a bit of luck, massively powerful too!

    TECH SPEC: #BMW-E30 - #Lamborghini-paintwork / #BMW-320i / #BMW-320i-E30

    STYLING: #1983 BMW E30 with Lamborghini grey paintwork; custom widened inner arches front and back; facelift front end with pre-facelift front bumpers and trim; #DTM front lip; #Speedhunters towing hook; windscreen wiper delete; OEM #Hella yellow headlights; deleted right side mirror.

    CHASSIS: Custom air suspension from #Kean-Suspensions , with #AccuAir management and #Viair compressors; 8x17in and 9x17in VIP #Modular-Wheels-VXS210 in custom copper, golden bolts; 185/30x17 and 195/40x17 Nankang NS20 sport tyres; rebuilt #OE brakes with aftermarket pads.

    INTERIOR: #Kirkey-Racing lightweight bucket seats; matt black interior; rear bench deleted; leather-clad dashboard, doorcards and transmission tunnel; multi-point Wiechers roll cage; deep dish sport steering wheel.

    TUNING: E30 #M20 2.0 I6 / #M20B20 with aftermarket induction kit; custom stainless exhaust with straight through centre section and side exit; six-speed manual gearbox.

    THANKS A massive thanks to my brother, who helped me on loads of things on the car, even during the long nights working to get it ready; my girlfriend for the many, many hours together in the garage working on the car and helping me find parts on the internet; my sister, for picking up parts for me everywhere!; my brother in law for helping me with building those seat-rails; John for painting the car; Kean Suspensions for supplying the air suspension parts; Christophe from Sexy Wheels for getting the VIP #Modular-Wheels .

    There’s an invitation we can’t refuse.

    KEVVE

    You’ve got a bit of a thing for modified BMWs, haven’t you?

    “Yeah I do. And some of you might remember my old E21 on #BBS alloys. I just love the look of retro BMWs.”

    Why did you decide to build the car in the way that you have?

    “I can’t stand stock cars, so it was always going to be tuned to some degree. I love building project cars that stand out from the crowd, hence why I draw inspiration from all over the place.” How long did it take to build?“

    A long, long two years!

    What’s on the telly tonight then? Stylish all round. You’d never kick a six-pot out of bed. How low can you go? “The wheels were chosen precisely because they’re so rarely seen on BMWs”
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