- Post is under moderationSafety First 650hp supercharged E90 M3.
Safety cars are always in front – they have to be, they’re there to back the pack up. But in the case of this raucous tribute, it’s in front because nobody else can keep up… Words: Daniel Bevis. Photos: Speedyshots.
THUNDERSTRUCK 650hp #G-Power supercharged E90 M3
Safety cars, or pace cars, have always been a little bit naughty. This makes perfect sense, as they need to be inherently fast and capable machines if they’re going to have any hope of taming a pack of wild racing machines. Sending a farty old Lada out into a field of DTM tearaways would be the very antithesis of ‘safety’.
On the face of it, they’re a necessary evil in motorsport; they break up the action, they slow things down. They’re sent out to haul up the pack when there’s debris to be cleared up or a surprise monsoon has suddenly presented itself, and there’s a natural perceptual bias against them in the eyes of the fans in that, no matter how fast or formidable they may be, they are – by virtue of why they exist – the slowest things on the track.
This, of course, is all rather unfair on the poor beleaguered safety car. But fear not – there’s a groundswell subculture that celebrates these often-iconic creations, championing them for their mighty performance as much as the vital role they play in keeping motorsport ticking. This kind of thing’s been going on since the first appearance of a safety car in the Indianapolis 500 in 1911, while the first example in Formula One – a Porsche 914 – appeared in 1973. Classic NASCAR pace cars have taken on a life of their own as collectors’ items, and arguably the most popular safety cars of recent times are the BMWs used in MotoGP. 2016’s weapon of choice was the shiny new M2, and the series has variously used the M5, M6, X6 M and numerous others; each one has offered aggression in spades and, as you’d expect from an M car, blistering performance. All you need to keep a bunch of wildheart racing drivers safe!
This E90, then, is a tribute to BMW’s keenness to push the envelope of safety car desirability: a four-door missile, caricaturised in all the right places to create something that’s frankly rather quicker and scarier than quite a lot of race cars – or, indeed, race bikes. This project is the brainchild of Karl Jungmayer, who regular readers will remember as the mastermind behind our January 2017 cover car – a 1 Series with a V10 violently shoved into it. The third Karl in line within a #BMW garage in the sleepy enclave of Geiselhöring, southwest Germany (his grandfather, Karl, set it up; he passed it down to his son, Karl, and it then transferred to the incumbent Karl), he spends his days doing unseemly and frankly unhinged things to powerful cars with Bavarian propeller badges. And as bases for project cars go, you can’t really miss the target if you’re starting off with an E90 M3… You’ve got 420hp right out of the box, a sublime chassis and more ingrained passion than you could possibly know what to do with.
Unless you’re someone like Karl, that is. He knows exactly what to do with it. Refract it through a filter of insanity, collect the ensuing scattered beams of light, compress them into a diamond of pure retribution, and throw it full in the face of the tuning scene. “BMW is my life, my family, my hobby, that’s why they’re so special to me,” he says. “I’ve owned a lot of them, and they’ve all had modifications. And for this project? Well, I’m a big fan of the MotoGP, and I’m also a big fan of the E90 M3, so it made sense to combine the two.” There you are, that’s about as complicated as it needs to be. “It’s effectively my interpretation of a MotoGP safety car, with more power and bigger wheels!,” he grins.
That, we reckon, is the best kind of safety car, so let’s look at that power issue first. You see, while the formidable S65 4.0-litre V8 would be mighty enough for many, Karl merely saw this as a starting block, and got on the blower to G-Power to chew over the perennial carnival affair of forced induction. The result was the acquisition and subsequent modification of an SK II CS supercharger kit, a Stage 2 setup that requires its own chargecooler system as well as, of course, plonking a hilarious mass of orange mischief right there on top of the engine like some kind of malevolent jellyfish. characteristics of BMW’s own work, rather than to radically alter and transmogrify, offering (on paper, at least) a broadly similar feel to a standard car, but amplified by several orders of magnitude.
This, however, wasn’t enough for Karl. Too much is never enough. So you’ll also find another mischievous embodiment of modern high-octane lunacy under that freshly-stickered bonnet, in the form of a Snow Performance water/methanol injection kit. The science of this is to reduce inlet temperatures by up to a 100ºC, markedly increase fuel efficiency, eliminate detonation, and ultimately increase peak power by around 20%. Which is all good fun. It basically achieves this by squirting a finely atomised mist of water/methanol mix into the combustion chambers at just the right time in the fuelling cycle for tiny rabbits to be pulled out of hats and all manner of fi reworks to go off. So how does 650hp grab you? By the lapels, that’s how, and it shakes you around all over the place like a damn ragdoll. Just look what it’s doing to Karl’s rear tyres, for goodness’ sake.
You’ll be pleased to note that all of this effervescent combustion tomfoolery is being channelled through a manual gearbox – six on the floor, maximum attack – and the interior has come in for a racy makeover. “It’s got the BMW M Performance seats, pedals and steering wheel,” Karl points out, “and there’s also a Wiechers rollcage, which has been colour-matched in Alpine White.” The insides are neatly fused with the exterior aesthetic, and what an exterior it is; the E90’s lines are naturally brutalist, masterfully combining four-door sensibleness with the sort of cartoonish proportions that make it look like a bodypumped bouncer in a slightly-too-small suit, and Karl’s taken all of this to the next level with an authentic-looking set of MotoGP Safety Car decals. It is, for all intents and purposes, the real deal. Well, the real deal plus 50% or so, really. And it does make for a hilariously imposing presence on the road – think about it: if you’re dressing up a project car in a tribute livery, it is – for fairly obvious reasons – unlawful to mimic the look of a police car or, say, an ambulance. But a motorsport safety car? Sure, that’s pretty much fair game. And no-one will be suspecting the utterly, unspeakably vast quantities of extra horsepower that this canny tuner has shoved into it. At least, not until the lights turn green.
“The car is so powerful,” he muses, thoughtfully, “I like this car.” Coming from a man with a V10-powered 1 Series in his stable, alongside heavily tweaked F11s, E46s, E61s and a whole lot more, this is a stirring (if modestly stated) sentiment. “It does need more power though,” he adds, decisively. “And more boost.”
But of course. We couldn’t expect anything less from a man like Karl. Just remember – however nuts this car becomes, it’s a safety car, it’s there for your protection. If you see him up ahead of you, you’d better not attempt an overtake – although the reasons for that on the road may be very different to those on the race track…
“As bases for project cars go, you can’t really miss the target if you’re starting off with an E90 M3”
“BMW is my life, my family, my hobby, that’s why they’re so special to me”
DATA FILE #Supercharged / #BMW-E90 / #BMW-M3 / #BMW-M3-E90 / #BMW-M3-Supercharged / #BMW-M3-Supercharged-E90 / #BMW-3-Series / #BMW-3-Series-E90 / #S65-Supercharged / #G-Power / #Breyton-GTS / #Breyton-Race / #BMW-3-Series-M3-E90 / #BMW-3-Series-M3
ENGINE AND TRANSMISSION 4.0-litre #V8 #S65B40 / #S65 / #BMW-S65 , modified #G-Power-SK-II-CS supercharger kit with #Snow-Performance water/ #methanol-injection , custom home-made exhaust system. Six-speed manual gearbox
POWER and torque 650hp, 485lb ft
CHASSIS 8.5x20” (front) and 10x20” (rear) #Breyton-GTS-Race wheels, 15mm spacers, 245/30 (front) and 295/25 (rear) Continental ContiSportContact 5P tyres, #Brembo eightpot #BBK (front), stock E90 M3 brakes (rear)
EXTERIOR M3 CRT front spoiler with carbon fibre flaps, carbon fibre rear spoiler and diffuser, E90 LCI taillights, Safety Car livery
INTERIOR #BMW-Performance seats, pedals and steering wheel, #Wiechers rollcageStream item published successfully. Item will now be visible on your stream.
- Post is under moderationEXCESSIVE FORCE
Utterly insane twin-supercharged V10 1 Series will rock your world
Twin-supercharged V10 1 Series
Does a 1 Series need a V10? No. Does it also need twin supercharges? No. This 1 Series has both those things. Deal with it. Words: Elizabeth de Latour. Photos: Speedyshots.
We’ve had some pretty wild 1 Series feature cars in #PBMW over the past 12 months but we figured we’d save the best for last and go out with a bang, this being the final issue of 2016 and all. And bangs don’t come much bigger than a twin-supercharged V10 1 Series. Merry Christmas everybody. In south eastern Germany, a couple of hours drive out of Munich, lies the small town of Geiselhöring. There’s a railway station, timber yard, a pizzeria, and a supermarket; it takes a few minutes to drive from one end of town through to the other and out into the German countryside. It’s a pretty town with some lovely old architecture and you might catch a glimpse of it through your car window as you drive through Geiselhöring on your way to somewhere else. But this unassuming German town has a secret. I know this because, years ago, I travelled there for a festival of E30 M3s and discovered the secret for myself.
Once upon a time, many, many years ago, a man named Karl Jungmayer, a man with passion for cars, for racing and especially for BMWs, established a #BMW garage which quickly gained a reputation for excellent service and superior BMW know-how. In time his son, Karl Junior, joined the family business and then his son, also named Karl, followed in the footsteps of both his father and grandfather and became part of the family’s rich BMW history and tradition. For a time, all three generations of Jungmayers, three men named Karl, were able to enjoy their love for BMW together, with Karl Sr. having amassed a spectacular collection of classic BMWs over the years and Karl Jr. adding to it with a burgeoning collection of his own. Sadly, time did what it does and Karl Sr. passed away a few years ago and, tragically, earlier in 2016, Karl Jr. lost his father after a long battle with illness. At 25 he is now the owner of his own workshop, a huge responsibility at a young age, but he also just so happens to be a BMW Master Technician. One glance at the cars he’s built for himself tells you this is a man who not only lives and breaths BMW but who also has the serious technical expertise to build a car as spectacular and utterly unhinged as this 1 Series.
“I had a plan,” says Karl as we try to work out in what universe building this car seemed like a reasonable thing to do. “I wanted to take the smallest car from BMW, the 1 Series, and fit it with the biggest engine, the legendary S85 V10.” Simple. That would really be enough for most people, and we could wrap up the feature right about here, but for Karl that was just the tip of a very large V10-powered iceberg. “We made this little monster,” he says, gesturing at the five-door E87 1 Series that was chosen for the transplant, “but with 507hp it was not enough.” Sorry, we have to just pause there for a moment. 507hp really is enough. It was enough in the E60 M5. It was enough in the E63 M6. And it would have most definitely been enough in a small, light 1 Series hatchback. But we’re clearly in the wrong, here. So, if 507hp isn’t enough, what do you do about it? “When I saw the #G-Power-Bi-Kompressor kit I knew I needed it,” grins Karl. Yeah, that’ll do it. What you have to realise is that we’ve skipped over the six months’ worth of weekends that it took to fit the V10 into what started life as a 120d, with an absolutely vast amount of work required to make it fit. All that work was carried out under Karl’s company, #KJ-Performance . Karl says that the steering, sump, exhaust manifolds and drive belts all had to be modified, along with a lot more besides. Be under no illusion that this was anything less than a Herculean engineering task. You have to take our word for it that there’s even a V10 in the engine bay because you can’t actually see it. Bonnet off, it’s all about the superchargers. Supercharges. Two superchargers. They’re not small, either; a pair of ASA T1-313s, each one measuring over 20cm in diameter and weighing 5.5kg, each one rated up to 420hp. These are serious pieces of kit and they dominate the engine bay. And then there’s the massive chargecooler setup mounted on top of the engine and the stuff you can’t see, like the uprated injectors and completely custom exhaust system. And, of course, you can’t fit an S85 V10 with just any old gearbox, the two choices being the ZF Type G six-speed manual, as available in the US and Canada, or the seven-speed SMG III. Here Karl has opted for the latter, with SMG not only being better suited to the S85 but it’s also a far more impressive technical achievement to see this transmission mounted in a 1 Series.
Strapping two superchargers to a V10 and then stuffing it all under the bonnet of a 1 Series is all well and good but what you’ve got now is a 120d with hundreds of horsepower that it was never designed to deal with in the first place. You need to get your chassis and transmission well and truly sorted or you’re going to have a pretty bad time. So, what did Karl do? Well you may or may not have noticed that the front and rear arches of this 1 Series are ever so slightly wider than on an ordinary 120d, 1cm at the front and 2.5cm at the rear, and that’s because the car’s been fitted with the front and rear axles from an E92 M3, brakes, suspension, the lot, along with an uprated front anti-roll bar, which means this 1 Series now has a fighting chance when trying to cope with the vast amounts of power and torque being churned out by the engine.
Of course, building a monstrously powerful 1 Series doesn’t have to be all business and ensuring that a car like this looks as good as it goes is just as important as what’s under the bonnet. Karl’s definitely kept things subtle on the styling front, hinting that there’s something going on beneath the surface of this 1 Series but without shouting about what it’s capable of.
The more aggressive front bumper is from an E82 135i Coupé, enhanced with the addition of a carbon fibre splitter. At the rear the roof spoiler comes from BMW’s aero kit and the single tailpipe definitely isn’t giving the game away. The only exterior modifications that let you know that this 1 Series is not to be messed with are the V10 badges beneath the side repeaters and the holes in the bonnet which have been covered with mesh and which sit right above each of the superchargers, helping to keep them cool. The wheels are #BBS-CH -Rs, 8x19” up front and 9.5x19” at the rear, and they look really good on the 1 Series, both in terms of style and size.
The interior hasn’t been forgotten about and there’s plenty to get excited about here. Clearly not content with fitting M3 axles, Karl decided to fit the front seats from an E90 M3, along with a DCT steering wheel, the paddles ready to be integrated with the SMG gearbox. The SMG gear selector looks like it could have been factory-fitted while the iDrive now allows Karl to configure the SMG’s shift programme and the engine’s power mode, while the instruments are a custom combination of 120d and E92 M3 elements, with the gear selection displayed in the middle of the cluster.
This 1 Series is an absolute masterpiece of engineering and an incredible achievement. The engine swap alone is mind-boggling and that’s before you factor in the superchargers and making it all work, and the SMG, and the M3 underpinnings. It’s a mesmerising machine and one that delivers on every level. No aspect of the car has been overlooked; it’s a performance #BMW through and through. Of course, it comes as no surprise to learn that a man who deemed a 507hp V10 to be insufficient for his 1 Series project is still not satisfied. “We need a new exhaust system for more power and we need more boost,” he says. Seriously!
Engine bay is dominated by the twin chargecoolers, with the V10 somewhere beneath them, and those massive twin superchargers.
DATA FILE #Twin-supercharged-V10 / #BMW-E87 / #BMW-1-Series / #BMW-1-Series-E87 / #BMW / #BMW-1-Series-V10 / #BMW-E87-V10 / #G-Power / #SMG / #BBS
ENGINE AND TRANSMISSION 5.0-litre #V10 #S85B50 / #S85 / #BMW-S85 , modified steering, sump, exhaust manifolds, drive belts, #G-Power-SK-III-RS-Bi-Kompressor kit with twin #ASA-T1-313 superchargers and twin chargecoolers, M550d intercooler, uprated injectors, custom exhaust system with single tailpipe, seven-speed #SMG-III gearbox
POWER 750hp, 530lb ft of torque
CHASSIS 8x19” ET40 (front) and 9.5x19” ET35 (rear) #BBS-CH-R wheels with 225/35 (front) and 255/30 (rear) Continental ContiSportContact 5P tyres, complete axles with brakes and suspension from E92 M3 (front and rear), uprated front anti-roll bar
EXTERIOR E82 #BMW-135i / front bumper, carbon front splitter, custom vented bonnet with mesh inserts, BMW aero kit rear spoiler, arches widened by 1cm (front) and 2.5cm (rear)
INTERIOR E90 M3 front seats and DCT steering wheel, SMG gear selector, custom instrument cluster
“I wanted to take the smallest car from BMW and fit it with the largest engine”
Dash is a mix of 120d and E92 M3, while iDrive display allows configuration of engine and transmission
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- Post is under moderationLIGHT SPEED
The US never received the #E46 #BMW-M3-CSL-E46 , so if you want one, you’ve got to build it yourself. And then make it even better. In a market where the CSL was nothing but a dream, this US owner has built his own take on the ultimate all-out #BMW-M3 . Words: Daniel Bevis. Photos: Sam Dobbins.
The M3 represents different things in its various generations, depending on the cultural mores that surrounded them at launch as well as the technological variations within. The E30 was all about purity, focus, race-bred aggression and a refusal to compromise. The E36 signalled evolution, reworking the DNA of its predecessor to create a furious and unbeatable racer-for-the-road that also spoke of BMW’s over-arching ethos of luxury and premium accoutrements. And the E46? Well, when that arrived, all bets were off.
When the #BMW-M3-E46 roared on to the scene in 2000, it boasted an engine of such aweinspiring firepower, it provided the highest specific output of any mainstream BMW engine thus far. Throwing out 343hp from its 3.2-litre lump in a hellstorm of gravelgargling fury, it went like stink and had muscle in spades, adding a whole lot of pumped-up aggression to the standard coupé’s sober lines. But the real watershed was the advent of the Coupé Sport Leichtbau, or CSL, in 2003. It may have only appeared for a brief snippet in time, it may have been limited to just 1383 examples, it may have pushed the boundaries of what a road car could achieve just a little too far into the realm of discomfort for some, but there’s no arguing that it was an instant legend. It was the gold standard, the pinnacle toward which all other E46 M3s would surely thereafter tremulously aspire.
Now, given the low production run, these things are pretty obscure. And given their desirability, finding one for sale is unlikely – particularly if you live in the USA as the entire CSL allocation went to Europe. But let’s not underestimate the power of the aftermarket and the ingenuity of the enthusiast. All of the aforementioned kudos relates to the factory CSL, with its unique sticky tyres and fibreboard boot floor. But it’s not beyond the wit of man to procure all of these parts – or, where appropriate, remove them – and build a functionally accurate CSL replica, right? Or even make something, dare we say, better? Most enthusiasts have little choice in the matter, being unable to find genuine CSLs. So yes, that’s exactly what happens…
Although I’ve slightly sold you a dummy there. The M3 you’re looking at here was never meant to be an overt CSL replica. But with that ducktail and those lightweight BBS rims, it wears its influences on its sleeve. And of course, coming from a market where the CSL is little more than a phantom, the freedom exists to cherrypick, hone, refine, and build something that doesn’t spiral into cloning pastiche. What we’re looking at here then, in the pastel vibrancy of Laguna Seca blue, is the sort of M3 that one might build if one wanted to go a little further than a CSL.
“I used to have an E30 M3, and it was all downhill from there!” laughs Chris Jacovini, owner of this bright blue brute. “Selling that car was the biggest mistake of my life…” So where do you go after owning one of the world’s most iconic homologation specials? Well, Chris isn’t one to tread the beaten track. “I got into VWs after that,” he recalls. “I got a Mk2 Cabrio and did that up, got some coverage in a few magazines. After that I bought a yellow Mk3 VR6 and all hell broke loose; I supercharged it, fitted a suede Recaro interior, full ABT body kit… of course, body kits ruled back then.” The pieces are beginning to fall into place in Chris’ modifying puzzle now – a diverse range of influences and experiences have coalesced to provide inspiration for the build of his E46.
After so much wandering in the Wolfsburg wilderness, it was time to return to the warm, cosseting embrace of Bavaria. “The E46 M3 is my favourite M car after the E30,” says Chris, “and when I saw this car, I had to have it. I wasn’t even looking for an M3, but this one caught my eye and all the elements were perfect: the colour, the sunroof delete, the Xenons, the 19s. The paintwork was in great shape, I was shocked at how clean the engine bay was, there were no holes in the front bumper for the license plate… a couple of days later, the car was mine.”
With such an enthusiastic history of fettling and honing cars to his own taste, it was inevitable that the modifying stick was brandished with full force in no time. “The direction for this car is totally different to my VW days,” Chris is keen to point out. “It’s all smooth, clean and simple – no lips or skirts, no crazy body kits, just additions that complement BMW’s own design. My buddy Dave Pastor at SLAWbuilt talked me into the CSL trunk, which was a good decision.” You can see from the photos that there’s a sweet line of exposed carbon fibre along the edge of the ducktail – a neat touch. “The diffuser, though, is a G-Power item rather than a CSL one. Everyone’s got a CSL diffuser!”
Dave’s skills were drafted in for a spot of colour-coding of the diffuser and bootlid, while the backs of the sought-after Recaro A8 seats were coated in Diamond Schwartz, ensuring a consistent flow of that eyepopping Laguna Seca hue throughout the car alongside that classic, sinister black. And at this point, Chris rolled up his sleeves and got himself elbows-deep into the engine bay.
“I wanted to keep it naturally aspirated,” he assures us, which is something you often find as a polarising issue with M enthusiasts: some wish to explore the outlandish badlands of horsepower that forced induction can invite you into, while others prefer to maintain the integrity of BMW’s naturally aspirated intentions, keeping the power delivery smooth and robust rather than peaky and spiky. “The S54’s got a set of Turner Motorsport power pulleys, as well as a little ECU tuning from VAC Motorsports and the full Eisenmann race exhaust,” says Chris. “Then I set about putting as much carbon fibre under the hood as I could find!
The Delage air box was a must so that got fitted first, followed soon after by the Benfer carbon strut brace. Then there was the front air intake, the carbon valve cover, the pollen cover, the battery terminal cover, the engine cover…” Peering under the bonnet, you can see just how carried away Chris got, and that’s no bad thing; he’s even lined up the weave of the engine cover and the strut brace, while those machined brackets on the strut tops are little works of triangular art. “I fitted a set of Brembo brakes too,” says Chris. “The stock brakes are ugly! And they were really visible behind the BBS CHs.”
We’re returning to the CSL aesthetic here – the stock CSL came with staggered M rims that were manufactured by BBS, and Chris’ CHs take that look to a darker, more menacing place – they have 14 spokes to the CSL’s 16, but a similar look which Chris has sharpened up by finishing them in satin black – all the better for showcasing those vast Brembo stoppers. “I’ve got a set of Kinesis F110s for the car too,” Chris mentions, “but the CH is just such a classic look for the E46. I much prefer them.” And tucking those rims into the muscular arches is a set of KW V2 coilovers. “Bags are for groceries,” he smirks.
Now, if you thought his keenness for carbon fibre was obsessive, wait till you see what he’s been up to with the Alcantara. “It’s one of my favourite things,” Chris enthuses. “I built the interior around the Recaro A8s, and it’s all Alcantara, carbon fibre and leather. I got a dash from a buddy of mine, took the door panels off, and sent everything down to Kip Love at Love’s Trim Shop in Georgia. He covered everything in Alcantara, and did a beautiful job too!” The use of this glare-free material really infuses a sense of motorsport purpose to the interior, making it feel at once focused and serious, and luxuriously extravagant. That’s not an easy look to pull off! So you can see how Chris has crafted something unique here – a tribute to a halo model that’s transmuted into something far greater than the sum of its parts. His M3 pays homage to the iconic CSL with its prodigious use of lightweight carbon fibre trinkets, its ballsy BBS rims, beefier brakes, track-focused suspension and, of course, that cheeky lightweight ducktail. But make no mistake, this is no simple CSL replica.
Rather, this is one man’s vision for the ultimate #E46 M3: he’s taken an already phenomenal car as a base and tweaked a bit here, lightened a touch there and thought laterally in order to tick every box for the consummate all-rounder: it’s light, fast, well-spec’d and impeccably finished. It wears its motorsport heritage proudly, something that Chris is keen to represent.
In many ways, this car showcases the culmination of a lifetime of dabbling in a variety of automotive subcultures. “When the E46 M3 came out, I was hooked,” remembers Chris. “The aggressive look, the wide fender flares, the race heritage. I think the body is a classic.” By keeping that body pure, resplendent in OEM chic, and building his project around that undiluted base, he’s created something genuinely special. A CSL+, if you will.
When the E46 M3 came out I think the body is a classic I was hooked!
Interior is a riot of Alcantara, with virtually every surface covered in the material.
Engine bay is dominated by stunning Delage carbon air box.
DATA FILE #S54B32 #BMW
ENGINE: 3.2-litre #S54 , #Turner-Motorsport power pulleys, #Eisenmann race exhaust, VAC Motorsports ECU tuning, Delage carbon fibre air box, #VAC-Motorsport sensor port oil filter lid, Benfer carbon fibre strut brace, carbon fibre pollen cover, carbon fibre battery terminal cover, carbon fibre engine cover.
TRANSMISSION: BMW Motorsport 3.91 diff, AC Schnitzer short-shifter.
CHASSIS: 8.5x19” (front) and 10x19” (rear) #BBS-CH wheels with 235/30 R19 (front) and 245/30 R19 (rear) Continental ContiSportContact tyres, Brembo four-pot calipers with 355mm (front) and 345mm (rear) drilled and slotted discs, KW Variant 2 coilover kit.
EXTERIOR: Vorsteiner CSL carbon fibre bootlid, #G-Power diffuser, black grille, badges and kidneys.
INTERIOR: #AC-Schnitzer pedals, handbrake and gear knob, Alcantara dash, Alcantara steering wheel with carbon fibre bottom, Alcantara gaiters, Alcantara door panels and armrests, carbon fibre centre console, carbon fibre sills, Recaro A8 seats trimmed in Alcantara and leather with rears painted Diamond Schwartz.
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- Post is under moderationStop Hammer time! Forget your briefcase and handsfree, this E60 M5 isn’t exactly your typical exec saloon… but then neither is its owner. Word: Louise Woodhams. Photos: Darren Maybury.
Unless you live in the States I’m assuming you’ve probably not heard of Marcin Gortat, aka the Polish Hammer, but he’s kind of a big deal in professional basketball circles. He played his first game, for Orlando Magic in March #2008 and by the end of the season had appeared in 14 games for the team, including eight playoff appearances, and topped his career highs with 16 points and 13 rebounds. Later the following year, Magic made a run all the way to the NBA Finals, making Gortat the first Polish-born player to ever appear in the championship series. Now, you’re probably wondering what the 6ft 11” 240lb centre forward player, who was recently offered a whopping $34 million to be Dwight Howard’s backup for the next five years, is doing on these pages… well, he also happens to own a rather nice Sapphire black 2008 M5 E60.
If basketball didn’t work out, the 26-year-old could well be fixing engines for a living, albeit for a slight drop in salary! You see he spent four years in his home country learning to become a master BMW technician, working as an apprentice in a few repair shops. It’s provided invaluable when putting together his M5; pouring his knowledge into making it one of the fastest cars on the road from 0–60mph, and he has a few speeding tickets to prove it. When you’re dealing with that kind of power, however, Marcin sensibly decided to leave the hands-on work to the real professionals: “Some guys laugh at the amount of time and money I spend on the car,” he reveals. “But they don’t know what I get out of it.” I think we have some idea… especially when you look at the dyno proven figures: 608bhp and 469lb ft of torque.
Marcin has been interested in BMW for a long time, his first car being a #1988 #325iS : “It was a cheap car while I was still in Poland, but I took great care of it and I will always have a soft spot for E30s. I just love the body-style. When I was young my dream car was either the E34 or E39 M5, and I always said to myself ‘one day I will have one’.” So to have a brand new #E60 #M5 at just 24, and a boosted one at that, he’s certainly achieved his lifelong ambition, and then some. “I’d never modified a car before, and although I fell in love with it right away, it wasn’t long before I was already wanting more power and response from the suspension. Saying that I’ve always been seeking ways to get more power out of everything I own, whether it’s my M5 or remote control car. I also wanted to make it my own, and stand out from other M5s on the road, but do it in a clean way,” he explains. The first job was to meet up with one of the top BMW performance shops in the country, Precision Sport Industries (PSI), in Winter Park, Florida, to come up with a plan to get more out of his V10. “It’s my goto shop for all tuning modifications. It has a great staff network and great support. And I can trust it to find me a rare part, or get a specific performance upgrade the car needs,” reveals Marcin. It kick-started the project by installing RD Sport headers, Active Autowerke software and a full exhaust system, bumping power up to around 550bhp, 43bhp up from standard.
Just five months later, Marcin was ready for the next stage – the almighty G-Power SK-II twin-supercharger. As the kits are made to order in Germany (where the tuner’s based), there were a couple of minor delays in getting parts imported over, but luckily for Marcin PSI is the only facility in the US that has installed the system on an E60 M5. After working out a couple small kinks it took technicians Frank and Sean around two months to complete. Following that round of modifications, the M5 then made 608bhp at the rear wheels on a Dynojet. However, this was on 93 Octane pump gas; with race fuel Marcin reckons it could add another 30 to 40bhp. “I was in Poland during the first 70% of the install. But when I was back in the US I found myself at the shop all the time. When the last bolt went in the car, I demanded a road test and took it for a spin on the highway – everything worked flawlessly! Over time, as things wore in, there was a very small squeak but it was a five minute fix; turned out the ’charger turnbuckle just needed adjusting. It’s definitely my favourite modification on the car, there’s nothing quite like a boosted V10 on the highway; it just pulls and pulls! Then when you are done messing around, the car drives just like stock, very smooth, with no added drama,” Marcin says with a smile.
The next area that Marcin was keen to address was the rolling stock. “I wanted 20s but they also had to be as lightweight as possible, so I opted for HRE P47s in matt black. I’ve yet to see them on another M5 which is an added bonus,” he reveals. Once the wheels were on, H&R Sport springs were fitted to give the car enough of drop for them to fill the super saloon’s arches and improve handling by offering more control and balance, and reducing body roll without sacrificing ride comfort. Shortly after that, a Brembo big brake kit was installed consisting of 405mm front and 380mm rear discs matched to six- and four-pots respectively. Marcin then had the calipers custom-painted orange to match the G-Power intake manifold, which lends him with the perfect excuse to pop the bonnet!
Elsewhere you’ll find a Vorsteiner carbon fibre bonnet, which has been custom fitted and colour matched. “I wasn’t happy with the fitment, so I took it to Brad at Samuels Auto to get it properly aligned and sprayed. It looks so much better now and I love the small bulge in the hood. As with everything I’ve done to this car it serves a purpose in aiding with performance; the vents for example suck out hot air from behind the ’chargers,” Marcin explains. Sure enough, inside, the only addition Marcin’s made is functional. “The custom pod, built by Russ at Octave Audio, holds my boost and air/fuel ratio gauges – very important instruments for a force-induced car. I stipulated that it follows the factory lines of the dash, and was retrimmed in BMW Alcantara,” he tells us.
$75,000 and nine months later that’s pretty much it… from the outside and to the untrained eye it looks factory, but floor the gas pedal and it will blow most supercars out the water. And that’s what makes this car cool… on first appearances it’s not what it seems. “I attended my first show with the car last year, and it proved a real curiosity. As there’s no hint of it’s performance, people were in awe when I opened the bonnet, and gave it a few revs. It’s a great feeling to know the car was enjoyed by so many,” he admits. And for now, at least, Marcin’s content to keep fettling the car, planning on either rebuilding the motor with lowered compression pistons and forged con rods for more boost, or having a custom direct port nitrous system built by PSI or both. He’s even planning his next car already; an #X5M or the next generation M5, whatever his decision you know he’ll be desperate to squeeze some additional ponies out of it. “The #BMW scene is great; there are so many different styles and people pushing the envelope for more HP, it makes it a blast to see modified Beemers around town and on the roads. At the end of the day, we’re all just enthusiasts looking to make our cars better.”
ENGINE & TRANSMISSION: #S85 V10 with a G-Power SK-II twin supercharger system (approx 9psi) with #RD-Sport catless headers and Active Autowerke full exhaust system. Standard seven-speed #SMG III sequential manual gearbox.
CHASSIS: 9x20” (front) and 10.5x20” (rear) HRE P47 Monoblock wheels powdercoated black shod in 255/35 and 285/30 Michelin PS2 tyres respectively. H&R Sport springs. Brembo Gran Turismo big brake kit consisting of 405mm front and 380mm rear discs matched to sixand four-pots respectively custom-painted #G-Power orange.
EXTERIOR: #Vorsteiner carbon fibre bonnet.
INTERIOR: Black leather with custom pod for boost and air/fuel ratio gauges.
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- Post is under moderationSupercharged DJ - #BMW #E93 - M3 engined! Not many people have supercharged BMW’s latest M3, so we’re delighted to see this convertible model raising the flag for the first time in the UK; it ain’t half bad looking either! Words Louise Woodhams. Photos: Chris Brown.
When he’s not helping running the family business, Anastasis Panayi spends his days either in the studio laying down electronic dance beats for his production company (having DJ’d since the age of 19) or professionally playing poker. This leaves me wondering how he ever got the time to build this stunning drop-top rocket… the UK’s first supercharged E93 M3 nonetheless!
Anastasis lives in Whetstone, North London, and as a certified BMW nut, he got his first car, an #E30 #325i Sport, when he was just 20. He modded it with a Scorpion exhaust and 18” #Alpina rims. After this he graduated to a #E39 #540i with an #M5 body kit, custom twin exhaust and 19” Breytons, which he had for ten years before swapping it in for the M3. Taz, as he’s more commonly known, picks up the story: “I bought the M3 just over a year ago from BMW Southport. It was only ten months old with every optional extra apart from electric folding mirrors and EDC. Originally I was going to buy a 335i but when I looked at the finance and what deposit I’d need, I thought sod it, I’ll get an M3 Coupé. I previously said to myself I would never buy a convertible, but when I saw this in my favourite colour and with the folding hardtop I didn’t mind it.”
The transformation began almost as soon as he picked it up. Taz ordered a front and rear carbon diffuser from Vorsteiner, and different indicators, which as were gone as soon as they arrived as he hated them so much, swapping them over for LED versions from eBay USA. He had to modify the wiring on these, as the plugs are the other way round in the States, but the ///M3 logo in white, grey and black better matched the car’s colour scheme. The standard chrome window trims were also swapped out for gloss black ones, from MStyle, who also provided carbon kidney grilles. “I’ve never been one to go OTT with styling, and none of my projects have ever been really loud, I like to keep things OEM. The Americans produce great cars, when they keep things subtle, anyway,” he laughs.
With a V8 under the bonnet, the M3 certainly isn’t lacking in aural excitement, but that’s not to say it can’t be improved. Taz went for the Akrapovic Evolution exhaust as it’s probably one of the best systems on the market for this revered model of BMW, if not the most expensive! Made entirely from titanium, it’s 23kg lighter than the stock system and sitting behind Taz on the way to Ace Café, our location for the shoot, it sounded awesome, amplifying the beautiful sound of the stock motor without being over aggressive. To put his own personal touch on it, and taking inspiration from Ericsson’s ‘blue colour’ exhausts, Taz decided to recreate the same oil effect on his tailpipes. Using a section of pipework that’s out of sight, Taz managed to pull off a similar look with a blowtorch, he picks up the story: “On my first attempt I kept burning them until the colour developed, but you only need to do it for a few seconds and it develops by itself, although you have to clean them #WD40 after a long drive.” It certainly looks cool and is a simple but effective mod I think we’ll see more of in the future. At the same time Evolve fitted its custom carbon air box and remapped the car; with performance dyno’d at 460bhp, it provided a useful benchmark for Taz when he came to supercharge it. More on that in a bit.
For the winter Taz uses matt black VMR 19s, but for show season they had to be very special: three-piece Forged Spec 5s with a carbon fibre overlay centres, red lips (which ties in nicely with the ducts and #G-Power covers) and a custom dish. They may have taken 13 weeks to arrive from the States (as Forged Distributing were in the process of taking over 360 Forged) and have apparently divided opinion, but we think they are just perfect for this car. Measuring 9x20” up front and 10x20” out back, wrapped in 255/30 and 285/30 Pirelli P Zero Neros respectively, the rears touch the inside of the arch but so far it’s not caused a problem – unlike the 25-profile tyres he had previously, which although provided a little more room to play with were anorexic and gave a very hard ride. And that snug fit comes courtesy of #Bilstein PSS10 coilovers: “The E39 was like a boat compared to this, but saying that, the M3 wasn’t great. With the new suspension, the ride is a little softer but much better than standard. Handling is improved no end and it’s much lower,” he grins.
Inside, Taz dipped into BMW’s Performance catalogue opting for its steering wheel which, together with the trim, is wrapped in Di-noc matt carbon effect vinyl. The car then remained in this guise for five months, during which time Evolve tried its best to flog G Power’s SK11 Clubsport supercharger to him. However, it was just too much money for Taz to justify... until one fateful day anyway. “I got a call from one of its mechanics who said Evolve had just got a car in for a service to which it had fitted this same kit and would I like to testdrive it? I did and, afterwards, I ordered one there and then,” he confesses.
As usual Taz did his research online before giving Evolve the go-ahead, and a good job too; he found out from someone who had the same kit that it’s more effective if the ducting is in front of the intercooler rather than behind it, which involves lowering the radiator. “It felt like the car should have done from the factory, with plenty of low down torque and instant power; it feels like a supercar,” he grins. And with 603.8bhp and 440lb ft of torque he’s not far wrong; astonishingly if he drives it normally fuel consumption isn’t too different from standard. If he goes hard, though, it’s a different story! “The kit also came with an exhaust, which I didn’t need, a carbon airbox – which replaced Evolve’s one, and a #K&N air filter – but where it’s positioned it actually blocks the air flow, so I didn’t use that.”
Stopping power comes courtesy of EBC YellowStuff pads, although this is a temporary measure as he wants to go for a big brake kit from either TarOx or AP Racing. In fact, that was one of the main reasons why he chose five spokes, so he could show off whatever wares he gets. He’s also planning on getting an Ericsson front bumper and a respray – there are scratches on the bodywork from where a local fat cat struggles to get up on his car to sleep on. One thing’s for sure he’s not looking to move on anytime soon, well not if his fiancée has anything to do with it. “Before the ’charger someone asked if I’d sell it and he was willing to match what I paid for the car and mods. I was all set to get a #GT-R but the missus wouldn’t let me,” he chuckled. Taz is a man who likes to keep his cars for a long time, so it looks like his wife to be has firmly cemented that relationship. And we can’t blame her; at Santa Pod’s Ultimate BMW show last year, the car’s first unveiling, it received a lot of positive comments and Taz backed it up with an impressive quarter-mile time of 12.6 seconds at 120mph without launch control and into a heavy wind. Those that say it’s the best-looking E93 M3 in the country are not far wrong, and with power and torque increased by over 40% we can’t see Taz swapping it in anytime soon!
ENGINE: 4.0-litre V8 #S65 with G Power’s SK11 Clubsport supercharger, Akrapovic Evolution exhaust system with custom blue tail pipes, G Power carbon box, red painted G Power covers.
CHASSIS: 9x20” (front) with 3” custom dish and 10x20” (rear) with 4” custom dish three-piece 360 Forged Spec 5 wheels with a carbon fibre overlay on centre disc and inner barrel and red lips shod in 255/30 and 285/30 #Pirelli P Zero Neros respectively. Bilstein PSS10 coilovers. YellowStuff brake pads.
EXTERIOR: Vorsteiner front and rear carbon diffuser, LED indicators with white, grey and black ///M3 logo, gloss black window trims, MStyle carbon kidney grilles and roundels, colour-coded boot lip spoiler, JS Levi rear #M3 badge, red painted brake ducts, Craigs Plates pressed plates, PIA headlights.
INTERIOR: BMW Performance steering wheel, matt carbon effect Di-noc vinyl wrapped trim, STRi Racing gauges for boost fuel and oil pressure.
ICE: #Alpine SWS 10” subwoofer and Alpine PDX Amp.
THANKS: Imran, Sal and Riz at Evolve, Raj Mak formely from MStyle, Ton at Stri-Racing, Stuart at Creative Car, Sounds, m3cutters. co. uk, Alain at Forged Distributing.
Impressive as they are on their own, Taz has also customised the exhaust and rims.
BMW-Performance wheel, STRi Racing gauges and carbon effect vinyl trim is all that’s required.
It’s all in the details; not that the supercharger doesn’t draw its crowds.
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- Post is under moderation8+8=400? Self confessed 8 Series nut, Steve Parkes, went all out on this Eight and the supercharged V8 results are pretty spectacular.
The #E31 8 Series: no one can deny that with its perfect combination of futuristic features and timeless squareedged lines, it’s way up there among Munich’s finest-looking cars, perhaps parallel with the classic, distinctively designed #M1 , #E24 #M635CSi and the #E30 #M3 in our opinion at least. Despite that, once you’re behind the wheel it can be a difficult car to grasp. Contrary to the sporty-looking exterior there’s no hiding the 1,900 kilo kerb weight – if you get it though, and delve deeper into its character, you’ll soon learn to love it. When that happens, it’s unlikely to be long before an addiction takes hold – though there’s no need to tell that to Steve Parkes – he knows first-hand.
This staggering 8 Series was his second #840i , and he has bought another 840i and an #850i since! After his first he was well clued-up as to what to look for, and this Eight found its way into his hands as a completely standard but clean 37k car. In fact, having suffered from the infamous Nikasil issue, whereby sulphur in the fuel eats at the cylinder liners, the engine was fresh to say the least – it was rebuilt by BMW, under warranty, with a new block less than 8000 miles before Steve took up ownership.
A full Supersprint stainless steel exhaust system started the car on its modification journey, helping bring out the noise of the 4.0-litre V8 as well as improving the already aggressive rear end thanks to four chunky tailpipes. G-Power cats also help flow and give a slight boost in power. Next, with Steve wishing to give the chassis a bit of a sportier feel, Alpina springs and shocks were fitted, giving the big Coupé a tighter feel whilst also preparing it well for the next step.
That next step wasn’t a small one either. The 840i was dropped off at Simpson Motorsport, where it was due for a hefty upgrade. Not only were AP Racing six-pot calipers and 362mm discs put behind the front wheels, but a bit of boost was to be applied under the bonnet. With an #ESS supercharger intended for an #E39 in hand, Steve entrusted Simpson with ’charging the M60B40. The bracket for supporting the ’charger had to be redrilled to fit the 840i but aside from that it was a fairly problem-free installation and it wasn’t long before the car was being mapped on the dyno.
With such a fresh engine, there were no worries over it being able to handle the boost, but getting the power down would be a different matter. To help this, an #E34 M5 limited-slip diff was also installed whilst the car was at Simpson Motorsport. On the rolling road it peaked at an impressive 399.9bhp, but that’s only half the story. A colossal 480lb ft of torque was recorded – enough to propel the car from standstill to 60mph in 5.3 seconds (compared to the standard 7.4 sec), but it was up to 100mph that it really excelled. “Up to 60mph it isn’t much faster than my friend’s 850CSi, but between 60-100mph I can watch him disappear in my rear view mirror,” grinned Steve. In fact, 100mph comes up from a standstill in less than 11.5 seconds – far from shabby for a 1.9-ton tank.
With the performance well and truly taken care of, Steve’s attention turned to making it look as good as it goes. The windows were lightlytinted by Auto-Asylum in Maidenhead, whilst xenon HIDs freshen it right up and make night driving far less of a stress. Most of the other styling comes courtesy of AC Schnitzer, whilst the bonnet has a little more to it… Steve was after an Alpina louvered bonnet, but when he was quoted £4k for one, he began looking elsewhere. He found a company in the US who built him a replica, so he had it shipped over, but the quality left quite a bit to be desired. After a chat with his local bodyshop, he took it upon himself to measure up the vented bonnet to cut, then the bodyshop tidied it up and repainted it. That’s one way of getting the look you want for less!
Finally, of course, was the decision of what wheels to put on the car. “I’ve had countless sets of wheels, but it’s currently sitting on 19” Alpinas – or it was at the time I sold it to Clevewood Garage anyway.” Yes, at the time of writing, that’s where it sits, still with a relatively low 68k on the clock. I know if I had USD 15k I’d certainly be sorely tempted!
With the 840i gone, Steve bought an E39 #Alpina B10 4.6 - a car with enough grunt as to not feel slow after the supercharged Eight, but for Steve it lacked something which his 840 never failed to do: turn heads. To remedy this, he bought his latest toy, a white 850i which he has tinkered with too - though obviously not quite to the level of the 840. A future feature? Quite possibly.
Now having owned five #E31 s, the last of which is his current car, it’s pretty obvious that Steve has well and truly got the 8 Series bug. Who knows where it’ll stop, but whilst he’s getting asked ‘Is this the new BMW?’ at the petrol station, who can blame him?
ENGINE & TRANSMISSION: 4.0-litre #BMW V8 #M60B40 , full Supersprint exhaust system with #G-Power sport cats, ESS Supercharger (adapted from E39 kit). Standard four-speed automatic gearbox, E34 #M5 LSD.
CHASSIS: 8.5x19” (front) and 9.5x19" (rear) Alpina rims, Alpina lowering springs and uprated shocks. AP Racing 362mm BBK with six-pot calipers.
EXTERIOR: Replica Alpina louvered bonnet AC Schnitzer Aero kit, tinted windows, 6000K HIDs, CSi mirrors and spoiler.
INTERIOR: Standard E31 interior.
THANKS: Anthony and Julian at Simpson Motorsport, Roy at CA Automotive, Richie ‘the paint man’.
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