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    Andy Everett
    / M20 / #GAZ-M20 / #GAZ
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    CUSTOM 2002 Metal wide-body with a 2.7 swap.

    Bought in a state far beyond saving, the only way this #BMW-2002 could survive was to be transformed into something completely different.

    SHOW, NO SHINE Custom, wide-body 2.7 2002 / Words: Elizabeth de Latour / Photos: Matt Richardson

    It feels like we maybe we should be apologising, again, because for the second month running we’re featuring a 2002 that a lot of people are going to find upsetting. But we won’t be, because we like it too much to care what anyone else thinks. It’s unapologetically a personal project, built solely for the pleasure of its owner, Josh Parker, to hone his skills and then show them off. From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands, with a bit of help from dad along the way, which makes this already spectacular 2002 even more so.

    Josh has always been into cars, he tells us, and it all began at the tender age of 12 when he was given a petrol-powered R/C car and building that set him on path he walks today. After passing his test he was chomping at the bit to get modding on something, though insurance restrictions meant he had to make do with an R56 MINI JCW, spiced up with some coilovers and other bits until he could make his dream of doing a full build come true. The fact that he had no mechanical or motorsport experience was not going to stop him and there was no practice run or warm up before getting this car, he went straight from 0-2002.

    “I bought the car in Thame just over three years ago,” explains Josh, “and it was awful,” he adds, laughing. “It had been off the road since 1989 and was in terrible condition, completely rusty, but because of that I only paid £1200 for it. It took two years to put it together, though in its first form it had a different engine, Golf arches and different wheels. Starting out, I knew nothing about welding or anything like that,” he says, “so the first step was getting it on the road and then, having developed my skills, I knew I could do everything better the second time around so 18 months ago it went through a big change,” and the result of that is what you’re looking at here. “The fact that I wanted to do everything on the car myself was a big influence on how the car has come out, “ he explains, “as I went my own way with it. I spent a year making the chassis strong and replacing stuff. The car was a blank canvas, it was so bad I couldn’t make it any worse,” he laughs. “The whole car looked like Swiss cheese, but at least I got to practice welding. The whole project has been hard, though, it’s taken a long time as I was starting from nothing. I spent a lot of time doing individual things, weeks at a time, and sometimes I needed to take a break, step away, but I never gave up.

    “My decision to change how the car looked came about when I realised that too many people were doing Golf arches, it wasn’t low enough and that I didn’t like the wheels. I decided to pick the wheels I wanted and then built the new, custom arches around them and doing that meant I could go for a really aggressive offset. I chose a set of 7Twenty Style44s in bronze, 9x15” ET0 all-round with 215/50 tyres; I didn’t want too much stretch but needed a bit to get the wheels to tuck under the arches.” The resulting fitment is absolutely perfect, but even with that zero offset Josh is still running 20mm spacers up front and 10mm at the rear, taking the final offset well into the negative. The wheels themselves are certainly handsome, single-piece items with stepped lips and plenty of dish, while the matt bronze finish looks great against the car’s patchwork quilt bodywork.

    Where Josh felt the car wasn’t low enough before there’s no such concern now, with Gaz coilovers delivering a serious drop, but that wasn’t enough for him… “I’ve raised the front and rear strut towers by 40mm to lower it even further,” he grins and the end result is spectacular, the tyres disappearing up into those magnificent arches and the 2002’s belly sitting a hair’s breadth above the ground. The arches themselves are custom metal items measuring a monstrous 60mm wider per side up front and 50mm per side at the rear, giving this 2002 a stance far beyond its diminutive dimensions.

    The brakes have also been comprehensively upgraded, with four-pot Wilwood calipers mounted on custom carriers up front with 260mm drilled and vented discs along with E21 323i hubs, while at the rear you’ll find Mk3 Golf rear calipers matched to Mk1 Golf front discs while Hel braided brake lines have been fitted throughout. You might think that all that brake work seems like overkill for a 2002 but you see it isn’t, because there’s something a bit special going on under the bonnet.

    “I always knew I was going to do an engine swap,” Josh tells us, and what he’s done is taken a low-revving, M20B27 eta engine from BMW’s 325e and 525e models, designed for efficiency, and comprehensively reworked it to better suit his performance-driven needs. Sitting on custom engine mounts, the once-docile 2.7 has been transformed with a 325i top end, M21 forged crank, forged, reground stage one cam, Alpina B3 2.7 chip, a honed intake manifold, 185cc injectors and Magnecor ignition leads. He’s also fitted an M50B25 radiator and added a custom six-branch exhaust manifold that connects up to a custom 2.5” exhaust with twin pipes. It’s an impressive list of mods and it makes for some impressive numbers, with the 2.7 now pushing out 240hp thanks to Josh’s handiwork, which makes this 2002 a real road rocket. Naturally the transmission required a bit of work to make sure it was up to the task of dealing with the 2.7’s grunt and Josh was more than happy to get his hands dirty. “The gearbox itself is a Getrag 260 Sport five-speed on custom mounts with a stage one clutch and I’ve also fitted a 3.64 small case LSD from an E21 with custom-drilled output flanges.”

    The exterior might, at first glance, appear to be a mess to some but there’s a lot more going on here than first meets the eye. The arches steal the show but there’s also a custom front lip and a custom drag spoiler, custom bash bars and a back-dated rear panel that allowed Josh to fit the arguably much cooler round rear lights. One of our favourite parts of the exterior work, though, is the quick-release front clip, that allows for the entire front end to be removed in a matter of minutes. While it’s designed to allow easy access to the engine for mods and maintenance, seeing a car driving around with no front end is pretty cool. With a race car-inspired exterior you’d expect the theme to carry on inside the car, and you’re not going to be disappointed here. “This car was originally a Lux model,” explains Josh, “so it had a nice, powder blue interior though when I bought the car it was smelly and had started to rot, but I always knew that I was going to strip the interior, I just wanted to have the bare essentials to have the car running,” and he’s certainly stuck to that philosophy. About the only part of the interior that is still recognisable is the ’02 dashboard and instrument cluster but beyond that it’s all change. There’s a big convex Longacre rear-view mirror, single Cobra Sebring Pro seat with a TRS four-point harness, a Momo Model 69 suede steering wheel and a custom switch panel, custom pedal box and there’s also a hydraulic handbrake and a custom dual fulcrum short shifter. “I wanted to feel like I was in a Touring car,” explains Josh, “so I wanted the wheel high and close and a tall gearlever close to the wheel. The cage is actually a historic-spec one for the ’02 that I bought and then modified to make it stronger,” explains Josh. “It just bolts in but I want to make a new cage for it, eight-to-ten point, fully welded-in, which is one of my next big plans.” Meanwhile, in the boot you’ll find a 30-litre aluminium fuel tank with a surge tank, which is fed by one of the two Bosch 044 fuel pumps, the other feeding the engine.

    As much work as has gone into this car over the past three years, it’s only the beginning of what is going to be a much longer journey and Josh’s plans for the car are numerous and substantial. “I want to do a front-mid-engine conversion,” he says matter-of-factly, “I’ve come this far so I might as well keep going,” he laughs, but that’s just scratching the surface. “I’m currently working on a secret E30 project and that’s going to pave the way for the 2002. I want to make the car more useable and more reliable, but no less crazy,” he grins. “I want to iron out the bugs, modernise the underpinnings to make it more enjoyable; for example, currently if I’m taking it to a show and it’s too far, I will trailer it, which takes away from the experience and I want to be able to drive it everywhere.” All this work isn’t just for Josh’s amusement, though, it’s for the benefit of his company, Under Development Motorsport, and some of what he’s made will be for sale there, like his short shift kit. “It’s billet and should fit everything from E21s to E9x models,” he says.

    This 2002 is really an automotive expression of sheer joy and you can feel how much love and enthusiasm Josh has for this car when you talk to him about it. “It’s great to drive something that gets so much attention and that you genuinely built yourself, it’s just a great feeling,” he says with a smile. We can’t wait to see where he takes the ’02 and judging by what he’s achieved here so far, that E30 is going to be something really special too…

    TECHNICAL DATA FILE #Wide-body 2.7 #BMW-2002 / #Alpina-B3 / #Alpina / #BMW-2002-Wide-body / #BMW-2002-Alpina / #BMW-2002-Alpina-2.7 / #7Twenty / #BMW-2002-E10 / #BMW-E10 / #BMW / #BMW-2002-Alpina-E10

    ENGINE 2.7-litre straight-six #M20B27 eta / #BMW-M20 / #M20 / #M20B27ETA , M21 forged crankshaft, stage one cam, #Alpina-B3-2.7-chip , #K&N cone filter, honed intake manifold, #Magnecor ignition leads, custom engine mounts, 185cc injectors, custom stainless six-branch exhaust manifold, custom 2.5” exhaust with twin blast pipes, fully silicone-hosed cooling system, M50B25 radiator

    TRANSMISSION #Getrag-260 / #Getrag five-speed manual gearbox, stage one clutch, custom gearbox mounts, E21 3.64 small case #LSD with custom-drilled output flanges

    CHASSIS 9x15” ET0 (front and rear) #7Twenty-Style44 wheels in matt bronze with 215/45 (front and rear) Toyo TR1 tyres, #GAZ-GHA coilovers with adjustable top mounts, #GAZ front camber plates, front and rear strut towers raised 40mm, custom front anti-roll bar relocation and drop links, fully poly bushed and reinforced front and rear subframes, custom rear subframe camber and toe adjustment plates, custom gearbox and exhaust tunnels, reinforced sills and various other chassis bracing throughout, rear strut tower brace, Wilwood four-pot calipers and custom carriers with 260mm drilled and vented discs and E21 323i hubs (front), Mk1 Golf front discs with Mk3 Golf rear calipers and custom caliper carriers (rear), Hel braided brake lines (front and rear)

    EXTERIOR Custom metal wide arches, custom front lip, bash bars, custom drag spoiler, custom racing livery, back-dated rear panel work to allow for round rear lights and fuel filler cap delete, custom quick release front clip for fast removal of front-end

    INTERIOR #Cobra-Sebring-Pro seat, TRS four-point harness, #Driftworks quick release hub, #Momo model 69 suede steering wheel, custom dual fulcrum short shift, hydraulic handbrake, custom pedal box, sixpoint bolt-in cage, custom switch panel, 30-litre aluminium race tank in boot with surge tank and twin #Bosch-044 fuel pumps

    THANKS Graham, Nicola and Hannah for all the support! All the @76build Instagram followers, all the other people showing love for the 02 and last but not least Thierry and Lewis at www.7twenty.co.uk. Cheers guys.

    “From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands”
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    ESTATE OF MIND

    / #Audi-S6-JNL-Racing has created this highly-tuned 650+bhp monster of an avant – surely the finest Ur-S6 in the world… Words Davy Lewis /// Photography Matt Dear

    JNL Racing's fierce 5-pot unleashed.

    UR-S6 JNL Racing’s 520bhp avant

    I first met JP, the main man at #JNL-Racing , at Santa Pod back in 2009. I was working on the now defunct Redline magazine and we’d got together a selection of the UK’s fastest tuned cars to go head-to-head in our Fight Club event. The premise was simple; entrants had to take part in two disciplines – a quarter mile and then a handling course – with the best overall time winning the day. Several Audis took part including Dialynx’s black SWB quattro and TTS Roadsport’s TT RS, but the one that stood out was a humble estate.

    This stock-looking #1996 #Audi S6 #Avant C4 / #Audi-A6-Typ-4A seemed a bit out of place among the track prepped competition – which made it all the more impressive when JP proceeded to kick the arse out of it, laying down some impressive times in the process. All of which he did with a smile on face. Here was a man who clearly didn’t take it too seriously. However, when it comes to tuning, he is deadly serious.

    Specialising in bespoke, hand-crafted cylinder head work and engine builds, JP has carved out an enviable reputation. Although VAGs feature heavily, he works on anything and has customers all over the world; working with anything from old school E-Types to the latest Japanese, European and US brands.

    I bumped into JP just before we launched AudiTuner and said I’d love to feature the S6 when it was ready. It had come on a bit since the first shootout, that’s for sure. JP said he’d love a feature – especially if it made the magazine on sale in December as that’s his 40th birthday. So, here you go, JP – many happy returns!

    With so many Ur-S6s pulled apart to scavenge their engines it’s not easy to find a stock car, let alone a 650+bhp weapon that’ll worry most supercars. “There are only 55 cars left on the road in the UK, and 85-90 left in total,” says JP. So what made him choose such an unorthodox Audi as a project?

    “I had an Audi 200 running a tuned 10v engine, but it caught fire and I needed something else,” he recalls. “A mate had an S6 and I fancied an estate, so began looking for one. I found this one for sale for £2.5k and jumped on it quick.” From here the engine work came thick and fast as JP focused on creating a fast daily driver. “Being a daily, all the work had to be done over the weekends so that I had the car ready for the Monday school run,” he laughs.

    The 20v engine was tuned with a ported head, uprated rods, a 63 hotside 3076 turbo on Wagner manifold, and SFS hoses as boost pipes. It made over 500bhp and offered plenty of fun. But, the constant flow of work on other fast Audis got him thinking.

    “I built one of the UK’s most powerful B5 RS4s; I think it still holds the record on MRC Tuning’s dyno with around 780bhp and 1000Nm,” he smiles. “I did a 3.0 litre stroker kit and that car made me stop and say, ‘Why am I building all these fast cars for others and not doing my own?’” The RS4 had certainly made an impression. “You know that feeling as a passenger in a really quick car when the driver accelerates and you feel a bit sick and light headed – it catches you off guard. Well, I had that as the driver in the RS4! I decided that’s what I wanted to achieve in my S6.”

    The engine itself is based around a 2.5 diesel block, which effectively created a stoker kit (the original was a 2.2 of course). Clearly a diesel block is designed to run in a diesel configuration, so JP welded up any holes and channels that were not required and added holes for the stuff he did need. Custom Pauter rods and JE pistons from a petrol engine were then added. The whole build needed to be bullet proof, so Mahle motorsport bearings were added plus a main girdle to prevent bowing at high RPMs.

    Key to this estate’s sleeper nature is the fact that, to most people, it looks pretty innocent. Aside from the 9x18in Rotiforms, which necessitated the custom wide arches being fabricated by Ish and the crew at Quattro Coachworks, this looks to all intents and purposes like any other mid-90s Audi estate. This is just how JP likes it. “When I drive it through a village, people turn to see where the noise is coming from but don’t even look twice at the car – they’re looking for something that looks like this sounds!” With a 3.5in exhaust and 2.25in screamer pipe, it certainly makes all the right noises, just in a discreet package. But, as we all know, appearances can be deceptive.

    Drop the hammer in this sedate looking Audi and it’ll attempt to head-butt the horizon at a startling rate. Having experienced the all out mayhem of 650bhp, JP has temporarily turned it down a few notches to an estimated 520bhp. And the rest of the car has been suitably uprated to ensure it’s provides a stable and safe ride. “It got to 650bhp with a slipping clutch, but there was nowhere you could properly open it up without getting into trouble,” he smiles.

    I ask JP what it feels like when you really drive it hard at 650bhp. he pauses for thought, then says, “To be fair, I think my youngest son summed it up best when he was about ten,” he continues, “I launched it hard and he said it felt like his willy had gone into his back!” An unconventional response perhaps, but then that’s JP all over.

    You get the feeling that he tells it like it is, with no bullshit. If something proves to work well, then he’s the first to praise it. But equally, if something doesn’t do what it says it will, he’ll be brutally honest. This sort of candour is refreshing in a scene that can attract people who like to make unsubstantiated claims, especially when it comes to power figures. But, JP has earned the tight to question things. He tests everything he does – often to destruction – to ensure that any upgrades not only deliver the goods, but also stay in one piece. As he says, “You need to blow things up to find the limits.

    How else are you going to know how to improve on the original design?”

    While there’s no doubt that JP was put on this planet to make cars go fast, he has a very specific focus. Everything must be about making the car perform more efficiently, which in turn makes it faster and more reliable. So although huge turbos combined with a remap and supporting upgrades can achieve eye watering power figures, it’s often at the expense of drivability.

    “My S6 has a usable powerband from 3,250 to 8,200rpm – I see some of the German tuners with 1200bhp with cars that have nothing until 5,000rpm – that’s no use anywhere except on a drag strip,” he comments. Part of the reason behind the chosen upgrades (you can see the full list of goodies on the last page) was to show what could be achieved, without simply buying everything that’s available. “I saw so many owners on forums going on about how much they’d spent on this and that, and I thought, hang on, you don’t really need half of that.” So JP set about proving it with his S6 build. In the process it became the demo car for the business.

    It’s currently running a baseline map that JP did himself, which he says was pretty straightforward using the 2D mapping of the Maxx ECU set up, “It’s easier for a non-IT guy like me!” The plan is to start upping the power again now that the rest of the car is ready to take it. ECU legend, Jonus Racing, is due to fly over to the UK to work on a bunch of cars, so JP’s S6 will be in very good hands. “This is the final throw of the dice – I won’t be re-doing this car again, so it has to be right,” he says.

    As a cylinder head and engine building specialist, JP’s philosophy is to make engines as efficient as possible. Rather than simply bolting on a bigger and bigger turbos, he looks at ways to make more power off-boost with a less spiky delivery, while holding peak power for as long as possible to the redline. For those who are used to the kick of a big turbo coming in at 4,000+rpm, JP’s set ups can feel like the car is actually slower, but one look at the speedo will show it’s moving faster than the rev counter. By maximising the efficiency of the engine, including the head flow, there’s less pressure on the turbo, which in turn will be more responsive, with a wider power band – all the key ingredients of a usable, fast car. As JP says, “The proof is always in the performance – it either goes fast or it doesn’t.”

    With lots of usable power, the brakes and chassis had to be more than up to the job of keeping this big estate on the road. A set of custom front coilovers were created by JP using shortened Bilstein B8 inserts. Gaz adjustable dampers bring up the rear, together with custom pig-nose springs and an Apikol uprated ARB. 2Bennet adjustable top mounts allow the perfect caster/camber to dialled in for that crisp turn in – not something usually associated with nose heavy 90s Audis. With a full complement of uprated bushes and solid sub frame mounts, this near 20-year old S6 now handles with aplomb. The Wavetrack diffs front and rear certainly help deliver the fun factor – whether launching hard or hitting twisty roads – especially with the re-timed factory Torsen unit that JP built up now giving a more rear-biased delivery over stock.

    With plans to drive this thing hard on track, JP has wisely upgraded the brakes. The B7 RS4 calipers have been fully rebuilt together with high-temp seals and meaty 360mm discs. With Yellowstuff pads all round and DOT 5.1 fluid, this set up provides ample stopping power.


    Inside, this mid-90s estate has been treated to a selection of upgrades befitting something with serious performance. The front seats are the first items that jump out at you. The carbon fixed back buckets look like they came out of a Porsche Carrera GT – but surely not – those things are about £500k now!? “They’re actually copies,” admits JP, “but they’re very good ones. They came out of a Porsche – I got them shipped over from LA Porsche dismantlers in the US.” The leather wrapped seats were in decent nick, although JP has changed the colour of the seatbelt guides, before having them recovered in leather and black Alcantara. They really look the part, right at home in the S6’s cabin complete with OEM carbon fibre trim. The rears were trimmed to match. One thing you wouldn’t see in a 90s estate is a 10.5in tablet fixed to the dash. This wifi-enabled device allows JP to keep an eye on the vital stats via the Maxx ECU.

    Having followed the progress of this car for the last six years or so, it’s great to see it almost finished. Once the final mapping session has been completed by Jonus Racing, JP is hoping for up to 680bhp on V-Power and 700+bhp on E85. This S6 is beautifully engineered, extremely rapid, highly usable and, like JP himself, a little unconventional. We love it!

    Top: One of the finest sleepers you’ll find.

    SEE IT IN ACTION There are several videos of this savage #Audi-Ur-S6 being driven hard, plus some dyno footage. Head to JNL Racing’s YouTube channel to check them out – www.youtube.com/jnlracinguk

    “My S6 has a usable powerband from 3,250 to 8,200rpm...”

    Far right: Engine bay is a work of art Below right JNL custom inlet Bottom left Heat management has been taken seriously.

    OTHER S6S

    There are very few UrS6s left now, so here are three other S6 variants to consider...

    Audi C5 S6 1999-2003
    This 4.2 V8-powered S6 arrived in 1999 and went down a storm. The beefy V8 gave 335bhp and made all the right noises. The only downside was that tuning the NA lump was tricky and it liked a drink. Fewer and fewer of these around now and many have fallen into the hands of those that can’t afford to run them, so if you’re after one, be very choosy. Avants are more sought after than saloons.

    Audi C6 S6 2006-2011
    Launched in 2006 the C6 was packing a NA version of the 5.0 V10 from the RS6. This ten-cylinder monster gave it the sound of a supercar, all wrapped up in a very discreet saloon or estate. Loaded with goodies and that fabulous 429bhp engine, we’ll never see the likes of these large capacity cars again. Not cheap to run and expensive to fix, they are still very desirable. Available in avant and saloon, if you’re after one, make sure it’s been well loved and comes packed with options.

    Audi C7 S6 2011-present (2017)

    After increasing its capacity with every new model, the latest S6 goes back to its turbo charged roots and back down to a V8. Great news for tuners as the 4.0 V8 twin turbo can easily be cranked up to RS6 levels of grunt. A remap, full exhaust system including downpipes and uprated air filters will see you on the way to 550+bhp with more available depending on how deep your pockets are. Better still, unlike the RS6, you can get the S6 as a saloon, so you could create one of the fastest four-doors around – a true sleeper.


    TECHNICAL DATA SPECIFICATION #1996 / #Audi-Ur-S6-Avant / #Audi-Ur-S6-Avant-C4 / #Audi-S6-Avant-C4 / #Audi-S6-Avant / #Audi-S6-C4 / #Audi-A6-Avant-C4 / #Audi-A6-C4 / #Audi-A6 / #Audi-S6 / #Audi /

    Engine Re-engineered 2.5 diesel block and crank, #Pauter rods with ARP 625 plus, custom JE coated pistons, mains girdle, #ARP mains and headstuds, #Mahle-Motorsport bearings, baffled sump, #Gates-Racing timing belt, custom timing belt tensioner, secret spec cylinder head, #Jonus-Racing camshafts, lightweight flywheel, twin plate tilton for 800ft/ lb, steel crank timing belt pulley, #Vernier cam pulley, custom carbon timing cover to clear vernier, tubular #Vband manifold, 60mm #Tial wastegate, #HTA3586 m-spec with tial v-band hotside, 3.5in downpipe and straight through to twin 3in tail, 2.25in screamer with custom made side-exit, custom 4in intake filter housing w/integrated recirc pipe, custom 2 piece intake heatshield with bumper and bonnet cold air feeds, red TFSI coilpack conversion with custom coil cover, custom twin plenum intake manifold, overbored throttle body w/ Linden power coupler, billet fuel rail, 1000cc #ASNU-injectors / #ASNU injectors, Aeromotive fuel pressure regulator, twin #Bosch-044 / #Bosch in tank fuel pumps, custom one of header tank, custom designed breather system, electric fan conversion, lambda heatsink, Thermal velocity magma exhaust wrap, #PTP turbo blanket, 300x600x76 bar and plate cooler 2.25in in and 3in out, grille mount remote oil cooler, 50mm tial recirc valve, #Maxx-ECU running 720 sequential injection with 60-2trigger, multi-boost/fuel application, variable fuel pump speed via CAN-bus 10.5in tablet monitoring 5 x egt, exhaust back pressure, boost pressure, oil pressure and temp, coolant temp, air temp, lambda and various other parameters via Bluetooth

    Transmission Custom geared 01E 6-speed, updated 1-2 slip collar, carbon 1-6 synchros, #Wavetrac front diff, retimed factory torsen diff for improved rear bias, custom 3.5in carbon propshaft, Wavetrac rear diff

    Brakes B7 RS4 8-pot front calipers rebuilt with high temp seals, 360x32mm front discs, refurbed single pot calipers with custom mount 335x32mm rear discs, Yellowstuff pads

    Suspension Homemade front coilovers w/custom length #Bilstein B8 inserts, #Gaz rebound adjustable rear shocks with custom pig nose springs, #2Bennett fully adjustable camber/caster front top mounts, solid front and rear subframe mounts, new oem bushes all round, polyurethane front snubmount and rear diff hanger and mount, 034 track density gearbox mounts, custom delrin/urethane engine mounts, #Apikol uprated rear ARB, custom front A#RB mounts for improved caster

    Wheels and Tyres #Rotiform-Nue / #Rotiform 9.5x18in with one-off centre caps, Federal RSR 255/35x18

    Exterior Widened arches front and rear, widened bumpers front and rear, debadged trim, colour coded trim, rear wiper delete, custom bonnet air duct, painted custom metallic grey/silver, front and rear cameras linked via wifi to tablet

    Interior Porsche Carrera GT style carbon bucket seats retrimmed with logo and Alcantara centres, retrimmed rear Alcantara seat centres and door cards, 20v Ur-quattro custom flat bottom steering wheel with Alcantara centre, custom steering column cover, modified front speaker pods with 4in focal speakers, 17cm Alpine rear speakers, Bluetooth enabled Pioneer headunit, 10.5in tablet

    Contacts/thanks JNL Racing www.facebook. com/jnlracing, www.youtube. com/jnlracinguk,

    www.instagram.com/jnlracinguk, jnlracing@gmail.com. Thanks to Ish and crew at #Quattro Coachworks for not only doing the most amazing work but also helping to realise my vision, and of course all the friends and family that have assisted and put up with my shit for the existence of the two-ton Bugswatter, with special mention to Karl and Sean
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    This BMW-E30 may appear relatively unassuming, but to the trained eye there are clues that all is not as it seems. No-one, however, will be expecting the self-styled 360i’s firepower…

    WILD CARD: BMW E30 WORDS DAN BEVIS / PHOTOGRAPHY CHRIS FROSIN 360 Kickflip 800BHP 5.8-litre E30!

    / #BMW-E30-V8 / #BMW-E30-GM-V8 / #BMW-360i-E30 / #BMW-E30 / #BMW-360i / #BMW-E30-800bhp / OK, #BMW didn’t make a 360i. But a chap called Ross did and it has two turbos, 800bhp and 5.8-litre engine!

    One of the questions I hear most often is ‘How did you get that in there?’” grins Ross Bradley, standing proudly beside his gleaming Black Cherry E30, exhaust ticking and pinging after another urgent country lane blast. “And that’s exactly the point – you make things fit. They don’t just go in there on their own.” That very much sums up Ross’s outlook on life.

    The joy of the project is as much in the build as the driving. ‘Built, not bought’ is a common phrase on the scene these days. Modifiers who’ve solely achieved their goals in the confines of a single garage with just a cup of tea and a crackly radio for company are rightly proud to wear their achievements on their sleeve. That’s not to sideline the opposing ‘bought, not built’ crowd, of course – we can’t all be experts, and there’s a whole flourishing industry set up to serve such purposes. But Ross’s history is very much hands-on, and that has informed this creation. He fancied doing stuff. Then he did it. It really is that simple.

    “I’ve always been toying with cars ever since I was little, being brought up with my dad building Yanks and hot rods,” he says. “I remember helping my dad build his Ford Pop when I was about seven years old, always doing what I could. With every car I’ve owned I’ve always had to rebuild something, be it the engine or interior for whatever reason, to make it better or make it my own.” And this is the case with the E30. The reasons for calling it a ‘360i’ will become apparent in due course. Suffice to say it’s very far from being a bone-stock 1980s three-box.

    “I always liked the E30,” Ross ponders. “I was going to get one for my first car when I started driving, but was talked out of it due to running and repair costs at the time. This was the late ’90s, so I went the Ford route and ended up having numerous Escort RS Turbos and so on.”

    Fast-forward to 2006, however, and we see that starry-eyed yearning of youth starting to come full circle. “I was out working and I saw this car on someone’s drive,” he recalls. “It had been sat there for about four years – it was a 320i, the body was in pretty good shape, although it had moss growing up the side of it, flat tyres, the usual. I offered the owner some money for it and he took it right away… I bought it for £275.”

    Game on, then. A childhood dream fulfilled and pretty cheaply too. All Ross had to do now was to make it his own. But he wasn’t going to rush into anything, he’d been waiting long enough to realise his E30 ambition so there was no need to charge in like a bull in the proverbial porcelain emporium. He used the car as a daily driver for a few years, doing bits and pieces here and there as he saw fit. New wheels, an M-Tech 2 kit, swapping the 2.0-litre motor for a 2.5. But then it all started to get a bit hairy. Suddenly that idea of doing it ‘cheaply’ wasn’t going to cut the mustard any more. It was time to commit, and commit hard.

    “About four years in I took it off the road and gave it a major overhaul,” he says. “New paint, new interior, suspension, wheels, brakes, the works. And I built the engine into a 2.5 turbo.” Of course, as your eager magpie eye will have probably spotted, that’s not the spec that the car enjoys today. You will no doubt have glanced over to the engine bay shots and spied quite a lot of cylinders in there. So just what the hell happened next?!

    “I used it like that for a few more years, until about four years ago when I again took it off the road and swapped out the motor for the Chevy V8,” says Ross, casually, as if that’s a perfectly normal thing to do. “It took me a further two years to build it from there; it was always going to be boosted right from the start - and then I had it on the road until, after a few problems last year with a couple of fires due to burst hoses, oil leaks, and turbos eating bearings, I’d had enough of the niggles. So last winter I took it off the road again and had another major overhaul!”

    OK. While you catch your breath and try to take in the sheer majesty of the spec list, let’s distil it down to the base elements: Ross is running a small-block V8 bored out to 5.8-litres (near as dammit to six litres, hence why he calls the car ‘360i’) with a massively juicy fuelling system, a pair of turbos that originally called an Iveco truck home, the sort of brutal internals more commonly found on drag cars, and a peak power figure somewhere around the 800bhp mark. Given the 1,300kg-odd kerb weight, that gives the car a similar power-to-weight figure to a Bugatti Veyron Super Sport – around 590bhp/tonne. All this from a reliable 3 Series built by one man in his garage.

    “During the most recent overhaul, I remade the exhaust manifolds and downpipes, and replaced the turbos with a set of Holset HX35s, and then got them ceramic coated,” says Ross. “I also sold my old red leather interior and put a new one together, with Recaro CS front seats and an E30 M3 rear bench, all custom-retrimmed by Lawrence at LG Trimming in north London.”

    While this car is all-motor on the face of it, the interior is one of our favourite elements. With the astonishing attention to detail going on under the bonnet it’d be easy to turn this E30 into a stripped-out drag monster, jettisoning anything that’d add unsavoury weight.

    So we love that Ross has brightened up his day-to-day commute with such a flawlessly executed and fashion-forward cabin. “With the interior sorted, me and my dad stripped the car down and repainted it in Black Cherry Candy, and after refitting with all new BMW window rubbers and so on it’s now what you see today… all the work apart from the interior was done by me, everything hand-made in my garage. So anything that I needed to make this work, I had to fabricate, as you couldn’t buy it off the shelf – the engine mounts, chopped-out rear end, remade gearbox mounts, you name it.”


    What Ross has created here is arguably the ultimate stealth weapon. Those who aren’t in on the secret may find themselves drawn to the car simply because it’s so beautifully presented. But there’s little to suggest anything’s radically altered aside from the subtle clues of the flared arches and front-mount intercooler. Indeed, peering through the window and spying that interior may convince you that it’s a mere show-pony. “That’s very much not the case,” laughs Ross. “I drive it as much as I can.” And with Bugatti-shaming power, wouldn’t you? It’s safe to say this car gets a pretty hard time on a regular basis.


    “I just love it,” he smiles, with the satisfaction of a job well done.

    “Most of my friends think I’m mental. But you only live once!”

    Ross is running a small-block V8 bored out to 5.8-litres.

    The car has a similar power-to-weight figure as a Bugatti Veyron Super Sport.

    Recaro CS front seats and an E30 M3 rear bench, all custom-retrimmed.

    ROSS BRADLEY

    You’ve put quite a lot of work into this, then?

    “Yeah, the amount of time I’ve put into it… I couldn’t put into numbers, really. It’s years. Years and years of hard labour!”

    Not really a budget build either, given the massive spec?

    “Ha! No, I’ve always thrown what I’ve got at it. It’s taken everything I have.”

    All plain sailing, though?

    “No real dramas. Couple of fires, turbos letting go, oil leaks… That’s just customising, isn’t it? There were points when I thought ‘It’ll never get done, never see the road,’ but I got it there. You’ve just got to keep pushing, haven’t you?”


    TECHNICAL DATA SPECIFICATIONS: BMW E30 #GM-V8

    STYLING Resprayed in Black Cherry Candy; rear arches flared and rewelded; M-Tech 2 BMW Sport body kit; front valance modified for intercooler.

    TUNING Early Chevrolet small-block #V8 rebored 0.030in to 5.8-litre; GM forged crank; #ARP main studs; #Eagle H-section forged conrods; #Clevite big end bearings; Probe oversized forged pistons; Melling high-volume oil pump; ported and polished alloy heads; Manley severe-duty stainless steel swirl-polished oversized valves (2.02in inlet, 1.6in exhaust); #Edelbrock valve springs with titanium retainers; Cloyes double roller timing gear and chain; Clevite cam bearings; Comp Cams 256/263-degree blower cam and lifters; Edelbrock magnum chrome moly pushrods; Comp Cams 1.5:1 alloy roller rockers; #Brodix rocker covers, ARP hardware (rocker arm studs, intake manifold bolts, sump bolts, timing cover bolts, engine mount bolts, exhaust header bolts, crank pulley bolts, bellhousing bolts); ARP oil pump driveshaft; custom engine mounts; hand-built custom turbo headers and downpipes; twin Holset HX35 turbos with 12cm² turbines; twin Tial 44mm wastegates; two-stage boost control; handbuilt custom twin 3in turbo-back exhaust with Simons silencer; custom intercooler; Tial 50mm dump valve; Edelbrock Pro-floinlet and matching fuel rails; Pro Comp 90mm throttle body; 770cc injectors; swirl pot with high-flow in-tank lift pump; twin Bosch 044 engine feed pumps; Torques pressure regulator; March serpentine pulley kit; Pro Cool alloy radiator; Megasquirt ECU; Ford Ka coil packs; fully lightened and balanced flywheel and rotating assembly; Toyota Supra Mk3 R154 gearbox with custom Chevy bellhousing adaptor – rebuilt and uprated with Marlin Crawler thrust washer; billet bearing retainer and selector forks; McLeod hydro clutch release bearing; ARP clutch bolts; Spec R Stage 4+ full-face paddle clutch; alloy fluid reservoir; Cube short shifter; custom propshaft; E28 M5 210mm LSD with 3.07 final drive and M3 Evo twinear rear mount; custom rear crossmember; custom driveshafts with UJs; custom gearbox crossmember.

    CHASSIS 9x17in #ET25 (front) and 10x17in ET20 (rear) #Hartge polished three-piece wheels; 215/40 (f) and 235/40 (r) #Federal-RSR tyres; custom billet aluminium centre caps; modified front crossmember for engine clearance; reinforced rear beam; E36 M3 front anti-roll bar with custom mounts and rose-jointed droplinks; reinforced rear trailing arms; custom rear strut brace tied into custom rear diff mounting bar; #Gaz-GHA coilovers; #GAZ adjustable front top mounts; stainless steel steering linkage joints and custom linkage; steering rack moved 20mm forwards; alloy power steering reservoir and custom lines; in-car brake servo conversion using Renault Clio servo; VW Sharan brake master cylinder; AP Racing six-pot front callipers and 330mm discs; five-lug conversion using E36 and Z3 hubs; Porsche Brembo six-pot rear callipers; Apec Z3 rear discs.

    INTERIOR Full custom retrim in Ruby Red nappa leather and black Alcantara; Recaro CS front seats with custom rails; E30 M3 rear bench in nappa leather with quilted design; doorcards in black Alcantara with quilted nappa leather inserts; dash, centre console, glovebox, handbrake, gear gaiter and roof lining in black Alcantara with matching stitching – by Lawrence at LG Trimming in Enfield, London.

    THANKS Thanks to Shaun at V8 Developments for the wiring and mapping; Dad for helping me paint it; and Lawrence at LG Trimming for the retrim.
    • While you lot usually love to hate anything wearing a BMW badge that doesn’t have a BMW engine under the bonnet, in the case of Ross Bradley’s twin-tuWhile you lot usually love to hate anything wearing a BMW badge that doesn’t have a BMW engine under the bonnet, in the case of Ross Bradley’s twin-turbo Chevrolet V8-engined E30, you just loved it as it is your 2016 Performance BMW Car of the Year.

      The engineering that’s gone into building this absolute beast of a machine, all of it done by Ross himself, is both mind-blowing and eye-watering in equal measure. The fully built, rebored Chevy small block V8 now sits at 5.82-litres and has been bolstered with a pair of Garrett T04E turbos resulting in a staggering 880hp. Fully polished 17” three-piece Hartges sit under widened rear arches, there’s a fully removable carbon bonnet, while the red Sport interior adds a bold splash of colour. You might not approve of that V8 swap, but this is such an impressive build that it’s impossible to hate.
        More ...
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    912hp from four cylinders? Turbo S14-powered E30 will blow your mind.
    DUTCH COURAGE
    912hp turbocharged #S14 E30
    We’re not sure what’s scarier: building a 912hp turbocharged S14 E30 or driving it. Neither experience is for the fainthearted… Words: Elizabeth de Latour. Photos: RonV Photography.

    Let’s talk about specific output. Whatever horsepower figure you may lay bragging rights to, generally speaking it doesn’t matter how you got there, all that matters is what you’ve actually got. We all love power and having lots of it is great. But, what impresses everybody is making a lot of power from a little engine. Big V8s with big turbos are awesome, we’re big fans, but to get a small engine to produce some big numbers takes an inordinately large amount of effort and it’s something that elicits the universal respectful head nod because you have to be pretty flipping hardcore to go down this route. Surely only some sort of madman would attempt to extract 900hp from a 2.3-litre, four-cylinder S14? Surely?

    Well, in this case only a Maatman would attempt to do that. Tim Maatman, that is. Tim Maatman is hardcore. One glance at his purple monster of an E30 should tell you that. The car you see before you started out life as a shell, with no interior and no engine. It did have the Sport body kit already attached but that was it. Tim bought it off a friend and it was crying out for a greater purpose in life. That purpose was to serve as the host for a turbocharged engine, which itself had started out life in Tim’s E30 Touring and had been built up to 430hp. However this wasn’t enough to slake his thirst for power and so the past two years have been dedicated to the evolution of that original turbo engine concept into the beast of a powerplant you see before you here.

    Okay, Tim probably had a life around all that engine building but the idea of him locked away like a mad scientist working on his doomsday machine is the one we’d like to stick to.

    This mental image is given weight when Tim tells us that he’s done most of the work on the car himself. As you can imagine, a project like this requires a huge amount of work and most of that has been poured into the engine. It really is an incredible thing to look at, that engine, so industrial, mechanical and more than a little bit intimidating. It’s like the rest of the car has been built around it as some sort of containment system trying to rein in all that raw energy.

    The road to turbocharged S14 glory begin with Tim swapping his Touring’s original M40 to a slightly more potent M42 and the addition of a turbo running a KMS MP25 management system and, later, H profile con rods and turbo pistons. So far, so good. At least it was for a few weeks until the head cracked. “I spoke to John at KMS and he offered me an alternative: to supplement the parts ordered and my M42 engine for an S14 engine they had ready for a turbo,” Tim relates. “It was such an attractive offer that I couldn’t say no! The S14 was just fitted with CP turbo pistons while the other parts of the S14 were OEM, even the head gasket and head bolts. I picked up that engine and connected the MP25 management and an exhaust system made with a Precision 6262 turbo and it made 430hp at 0.8bar of boost.”

    Tim was happy, as any of us would have been, and ran the car in that configuration for a couple of years, taking it to his local drag strip numerous times with his personal best being an extremely impressive 11.7sec quarter-mile. But Tim had developed a taste for power and he wanted more…

    “I came into contact with Pure Performance Factory in Sweden and started to collect all the turbo information on the company’s forum. I then began buying all the beautiful parts I needed for a major renovation because I wanted at least 700hp,” Tim explains with a grin.

    The first incarnation of the new engine was ready in 2014 and Tim headed over to DP Engineering to see how much power he was making. “Over 680hp the V-belts were flying off and started breaking and we managed to hit 745hp before anything broke,” Tim continues. “I then fitted a larger turbo, a Precision 6466 dual ball bearing Gen 2, and we hit the dyno again; we started out on the old wastegate spring, which had held 0.8bar at 500hp but with the bigger turbo the boost creep caused this to shoot up to 1.3bar and on the first full run it made 700hp. This was not according to plan and less power than before so I changed the wastegate spring and this time we hit 850hp. Pieter at DP Engineering asked me how far I really wanted to go so I told him that 900hp is a nice number, so he started increasing the boost. At 1.9bar the engine made 880hp and at 2.0bar it hit 912hp and 685lb ft of torque so we stopped there; we then did numerous runs for fine tuning and the day ended with a big smile.” We’d be equally happy if we’d just come away with 912hp from a turbocharged S14. And, if you want to talk about specific output, that works out at 397hp/litre, which is eye-watering stuff. Absolutely awesome.

    The final spec list for this S14 is nothing short of astonishing but you’d expect nothing less from an engine making this sort of power, especially one this small. The engine runs the stock S14 crankshaft, although it’s been polished and balanced, along with H-profile con rods, CP pistons and an oil pump modified as per DTM specs. Larger intake and exhaust valves have been fitted as well as PPF valve springs and a custom PPF cam, adjustable camshaft pulleys and an S50B32 chain tensioner.

    We’ve mentioned the monster Precision turbo above and it sits on a custom manifold, sucking in air via a massive 130mm BMC cone filter and it runs a Precision 46mm wastegate, 50mm PPF blow-off valve and a custom 3.5-inch exhaust with a single Simons silencer while the exhaust itself exits under the offside sill.

    A massive 600x300x100mm front-mount intercooler helps to keep the intake air temperature down and it all feeds into the engine via a custom aluminium intake. As you’d expect from a car like this, the boot is filled with the E85-based fuel system, with a 45-litre Jaz fuel cell, twin Bosch 044 fuel pumps, and a number of Nuke Performance components including a Y splitter, fuel filter, fuel rail with four massive 2200cc Bosch motorsport injectors, FPR and vacuum station.

    Building your 900hp engine is one thing but keeping control of all that power is another matter altogether. And with so much effort having been expended under the bonnet you’d be shocked if Tim had scrimped elsewhere. Don’t worry, he didn’t…

    Step one was to sort the transmission because there’s a hell of a lot of power and torque trying to get to the rear wheels and you need something strong enough to cope with all of that, especially when drag racing, as Tim planned to. The gearbox in this E30 is an E60 530d six-speeder mated to a lightweight PPF 6kg chromoly flywheel, a Sachs motorsport clutch rated to 811lb ft of torque, and a custom propshaft by DriveteQ. An E28 M535i 210mm diff has been fitted, modified by Hardeman Motorsport with 30º/45º ramp angles and 75% locking, along with custom driveshafts and uprated CV joints. On the suspension front, KW V2 coilovers have been fitted up front along with GAZ camber plates from Hardeman Motorsport. At the rear you’ll find AVO drag coilovers with compression and rebound adjustment and rear camber and toe adjustment for maximum grip, Ireland Engineering anti-roll bars all-round, Powerflex rear subframe bushes, and Tim’s also carried out a five-stud conversion allround. The benefits of this are two-fold: it means he can run those extremely sexy AC Schnitzer Type II Racing wheels; more importantly, it also means he can run his 334mm Tarox discs with Porsche Brembo four-pot calipers up front on custom brackets with Ferodo DS2500 pads. The rears haven’t been forgotten about, sporting E30 Touring calipers (as they have a slightly larger piston), Tarox discs and Ferodo DS2500 pads with Goodridge hoses fitted all-round. Now often when a car is built for outright performance, aesthetics take a bit of a backseat. However, when you’re starting with an E30 you’re starting with a car that can’t help but look good, especially when it’s wearing the Sport kit like Tim’s is. Painting it Daytona violet certainly hasn’t done any harm either. The front spoiler has been drilled for lightness, there’s a lightweight Einzel Motorsport bonnet, and a Hartge rear spoiler as well.

    The interior is most definitely all business and we like the fact there’s nothing glamorous here: it’s all about making this E30 light, safe, and giving Tim somewhere to sit while he pilots it down the drag strip. There are no carpets or doorcards but neither are there are fancy metal chequer plate floor sections or lightweight door panels; there’s just bare metal and wires. The dash has been flocked and there’s a plethora of Stack gauges mounted where the central air vents would be to enable Tim to keep an eye on boost pressure, fuel pressure, oil pressure, the oil temp and EGT. There’s also an OMP steering wheel, a pair of single-piece Toora buckets with QSP fourpoint harnesses, plus a full, TIG-welded chromoly steel roll-cage.

    With 912hp and weighing just 1130kg, thanks to Tim’s extensive weight reduction programme, this E30 has 807hp per ton, more than any road-going Koenigsegg, Porsche, Lamborghini or Ferrari. This means that when Tim gets the chance to take it down the strip it’s going to be absolutely insane. Until he gets there he’s been enjoying it on the street: “It’s nice on the highway, the acceleration is delicious!” Of course, if you think 912hp is enough, you’re wrong because Tim is already thinking of more power, as he tells us: “There is still more to come with this setup. Four digits would be nice, though there are other things that I would like to do first, like install a carbon diffuser, the cage needs a little work, and I may even also go for methanol injection. My goal was always to build a nine-second car and I will achieve that. The question is ‘when’? If the engine survives this season then maybe in winter 2016/2017 I’ll try for 1000hp and then this project will be closed.”

    For a minute Tim looks deep in thought. “Given that I know I can build up an S54 to 1500hp I wonder if it would fit in the engine bay with a turbo on it?” he questions. We get the feeling he’d be up for finding out. For now, though, he’s got 900hp of turbocharged E30 to enjoy on the street, in sprint events and on the drag strip. And while building it may have been daunting, we wager that driving it is going to be an awful lot of fun.

    TECHNICAL DATA FILE #BMW / Turbo / #BMW-E30 / #BMW-E30-Turbo / #S14B23 / #S14-Turbo / #BMW-S14 / / #BMW-3-Series / #BMW-3-Series-E30 / #Precision / #CP-Carrillo / #Bosch-XR4CS / #VAC-Motorsport / #AC-Schnitzer-Type-II-Racing / #AC-Schnitzer / #BMW-M3 / #BMW-M3-E30 /

    ENGINE 2.3-litre four-cylinder S14B23 from E30 M3, polished and balanced S14B23 crankshaft with 84mm stroke, #ARP-2000 main studs, ARP block girdle, H-profile con rods with ARP 2000 bolts, CP Carrillo 94.5mm pistons, 9.0:1 compression ratio, HD piston pins, #Athena cut-ring head gasket, M52B28 piston oil squirters, modified DTM-style oil pump, 39mm Supertech Teflon-coated intake valves, 33mm #Supertech Inconel exhaust valves, S50B32 valve buckets, uprated PPF valve springs, custom PPF 283/283 11mm/11mm camshaft, adjustable camshaft pulleys, BMW S50B32 chain tensioner, engine blueprinted, 7.0-litre sump with VAC Motorsport oil pan baffle, custom T321 steel turbo exhaust manifold, aluminium intake, #Precision-6466-DBB-Gen-2-V-Band .82 AR turbo, Precision 46mm wastegate, PPF 50mm blow-off valve, 130mm BMC Twin Cone filter, 600x300x100mm tube and fin intercooler, three-inch intercooler piping, Samco connectors, 3.5-inch exhaust with single Simons silencer and exhaust tip exiting from sill, #Mocal oil cooler, Griffin aluminium radiator, Goodridge hoses and connectors, Jaz 45-litre fuel cell, 2x Bosch 044 fuel pumps, Nuke Performance Y-splitter, fuel filter, fuel rail, FPR and Vacuum Station, 4x Bosch motorsport 2200cc fuel injectors, #Goodridge PTFE AN08 feed, Goodridge PTFE AN06 return, Flex Fuel sensor (not connected), E85 fuel used, VEMS ECU, 2x EGT, Lambda, fast air temperature sensor, turbo back pressure logged, custom cam sensor, MAC four port boost control valve, Bosch XR4CS spark plugs, VAG coils, Moroso spark plug wires

    POWER AND TORQUE 912hp (2bar) @ 7500rpm. 685lb ft of torque (2bar) @ 6600rpm

    TRANSMISSION E60 530d six-speed gearbox, PPF 6kg chromoly flywheel, Sachs 811lb ft motorsport clutch, DriveteQ custom propshaft, #Hardeman-Motorsport E28 M535i 201mm diff with 30º/45º ramp angles and 75% locking, custom driveshafts, uprated CV joints

    CHASSIS 8.5x17” (front) and 9.5x17” (rear) AC Schnitzer Type II Racing wheels with 215/40 (front) Toyo or Zestino semi-slick tyres and 255/45 (rear) Dunlop SP9000 or Zestino semi-slick tyres or Hoosier D06 9.0/26/15.0” drag racing slicks, #KW-V2 coilovers with adjustable rebound (front), #GAZ camber plates, uniballs and M3 supporting arms, AVO drag coilovers with compression/rebound adjustment (rear), rear camber/toe adjustment Ireland Engineering anti-roll bars, #PowerFlex rear subframe polybushes, five-stud hub conversion, Porsche Brembo four-pot calipers with custom brackets and #Ferodo DS2500 pads and Tarox 335x32mm discs (front), E30 Touring calipers with Tarox discs and Ferodo DS2500 pads (rear), Goodridge brake hoses (f&r)

    Weight: 1130kg

    EXTERIOR Daytona violet, M Tech II body kit, #Hartge boot spoiler, lightened front bumper, Einzel Motorsport fibreglass bonnet

    INTERIOR Full chromoly TIG-welded roll-cage, flocked dashboard, Stack boost pressure, fuel pressure, oil pressure, oil temperature, exhaust gas temperature gauges, OMP steering wheel, Toora bucket seats, Samsonas H-pattern shifter, QSP three-inch four-point harnesses, VEMS app on tablet/phone

    THANKS Thanks to my friend Robin Kal for helping with building my engine, Pieter Oonincx from DP-Engineering for mapping the car, Gerben Vlogman and Robin Langeslag for all the custom machined parts, my wife Chantal for all her help with money and all the times I was away from home!

    “It’s nice on the highway the acceleration is delicious!”

    “At 2.0bar the engine hit 912hp and 685lb ft of torque so we stopped there”
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  • Post is under moderation
    MODERN CLASSIC

    The E36 M3 is fast becoming something of a modern classic and this bagged ’vert is as clean as they come. Alex Barnett’s E36 M3 proves that with simple, well-executed modifications and a clean base you can make your BMW a real modern classic… Words: Ben Koflach. Photos: Matt Dear.

    What makes something classic? It’s an almost unanswerable question. While BMW’s own parts computer now designates the E36 as a classic model, is that a label that can truly be assigned to it? Looking over Alex Barnett’s E36 M3, though, you’d be hard-pushed to deny it of its status as something of a modern classic. So many E36s are left in a poor state of fettle, demonised for the track, or have been modified just that bit too far that the original ’90s feel they left the factory with has been lost. The E36 M3 was a special car and fortunately 24-year-old Alex’s retains its original nature yet with his own twist on it. Here’s a car that’s more about what hasn’t been done than what has. It has ‘cool classic’ written all over it.

    “I’ve owned the M3 for around 18 months now,” explains Alex. “I had a 323i Coupé before which I was planning to turbo or S54 swap, but when I thought about what I wanted from a car in the long run, I thought an M3 might be a better bet. I looked at eBay and saw this M3 for sale at a good price in Colchester. I messaged the seller, Ross, and headed down there the same weekend to view it. I fell in love with it as soon as I saw it.”

    One of Alex’s many talents is paint correction and detailing. He could see the potential in the M3 even though it wasn’t looking its best when he picked it up. “The car was in reasonable condition,” he says. “The paintwork was okay but really flat and the rear arches were starting to rot – which the E36 is known for. Other than being on some FK coilovers, it was standard. Once I’d bought it I got straight to work on getting the paintwork up to my standards.”

    In the end every panel apart from the doors and boot was repainted before Alex was completely happy with it but, as you can see, it was worth it. Alex’s trusted bodyshop Chappell Coachworks (near Brands Hatch race circuit) has done a sublime job. “The plan was always to stance it; if it had been an M3 Coupé I’d most likely would have turned it into a track car but, being a convertible, I thought the right path would be to stance it… which I received a lot of hate for!” laughed Alex.

    “I put my Borbet A wheels on the car, wound the coilovers right down and started attending shows,” he smiles. However, there was always a plan in the back of Alex’s mind. He didn’t want to ruin the E36’s undercarriage by running low and static. He knew air was the best way to go. “With it being an M, I think keeping it OEM+ is an investment so that one day I can turn it back to standard and sell it – not that I plan to do that just yet! After about a year of driving it static, Joey Hazell pointed me in the direction of Jamie Hitchcock, who was selling an E36 air-ride combo.”

    The air-ride combo system is simple but functional and ticks all the boxes as far as Alex is concerned. It’s a two-way manual setup with the pump and tank stowed in the boot. The struts, meanwhile, are #GAZ units with matching front bags and Air Lift rears. Of course, a wheel upgrade was what was needed to make the most of the newfound lows, and Alex chose an all-time classic – the #BBS RF, which he found in Germany and had shipped over. “The wheels I got in June 2014 from Germany as I couldn’t find a set I wanted in the UK,” Alex tells us. “They’re 8.5x17” and 10x17” with 2.5” and 3” dishes, which I stripped down before Players Classic this year for a freshen-up.”

    This reworking included the centres being powdercoated in the white you see before you, and the dishes were given a thorough polish, too. Finally, Alex consulted split-rim guru Dan Taylor at Wheel Unique for a complete set of gold spike hardware, black and red BBS badges and metal hex centre caps to replace the original plastic items.

    “Once I got the centres back I got straight on with building them back up in time for the all-important Players event,” Alex says. “The tyres were refitted and tested for leaks. They held pressure, which I was pretty stoked with, as it was my first time building split-rims and with all the horror stories I’d heard I was really worried in case I hadn’t done the job correctly.”


    E36 geeks will also spot that there are a few additions to the exterior aside from those wheels but it’s been very much Alex’s plan all along to keep it as BMW intended but with his own touch. Therefore the foglights have been blanked and the orange indicators have gone in favour of subtly smoked versions. The rears lights Alex carefully painted red and, aside from a gentle arch roll, everything else is original and as perfect as can be.

    “My favourite part of the car, I would have to say, is the air-ride system as I can have mad lows when parked up and still drive the car at normal height and keep the underside in good condition,” reveals Alex. “I still love the noise of the air releasing out of the solenoids and confusing people in traffic by making the car go up and down quickly.


    “I plan to keep the car looking pretty similar to how it is now in future but eventually doing a nut and bolt rebuild, making it nice and clean underneath and inside. The shell is rot-free which is great for a 20-year-old car, so first up will be small changes like new bushes and a good lick of Waxoyl to extend its life. As the M3 is now becoming a classic it’s really in my best interests.”


    Alex certainly considers the E36 M3 to be a classic, and with the way he’s treated his, it has every right to be titled as such. His masterful modifications have made it a car that draws attention for all the right reasons, even E36 purists will find plenty of details to enjoy, and yet the whole thing has been brought bang up-to-date with his own twists. This is a true modern classic.

    M3 Coupé Vader seats replace the standard items. Below: manual air-ride setup uses a single air tank.

    Far left: Milltek exhaust looks and sounds great.

    Left: Front fogs have been blanked. #BBS RFs look fantastic on the E36. Below: Adjustable front top mounts.

    DATA FILE #Air-ride #BMW-E36 / #BMW-M3 / #BMW-M3-Cabrio / #BMW-M3-E36 / #BMW-M3-Convertible / #BMW-M3-Convertible-E36 / #BMW-E36-Convertible / #BMW / #BMW-3-Series / #BMW-3-Series-Cabrio / #BMW-3-Series-E36 / #BMW-3-Series-Cabrio-E36 / #BMW-3-Series-M3-Cabrio-E36 / #BMW-3-Series-M3-Cabrio

    ENGINE AND TRANSMISSION 3.0-litre straight-six #S50B30 / #BMW-S50 / #S50 , #Milltek decat centre section and backbox, five-speed manual gearbox, #AC-Schnitzer short-shift

    CHASSIS 8.5x17” (front) and 10x17” (rear) #BBS-RF three-piece wheels (with white centres, red/gold caps, gold spike hardware and metal hex centres) with 205/40 (front) and 215/40 (rear) Nankang NS2 tyres, two-way manual air-ride using #GAZ-Gold shocks, #Gaz front airbags, #Air-Lift rear bags, adjustable front top mounts, #Powerflex trailing arm polybushes

    EXTERIOR Avus blue paint, smoked front and side indicators, all-red rear lights, foglights blanked

    INTERIOR Factory black leather interior with M3 Coupé Vader front seats

    THANKS My girlfriend Jess for helping me throughout the show season with the car and putting up with me working on the car near on every evening, Dan Taylor at Wheel Unique for fulfilling all my wheel needs, Gary Chappell for doing all the bodywork and always squeezing it in, Auto Finesse for all of the products I use to get the car to the standard I like

    I love confusing people by making the car go up and down quickly.
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    Mk1 Caddy R32 Exclusive: the UKʼs hottest Caddy revealed!

    / #VW-Golf-I / #VW-Golf-Mk1 / #Volkswagen-Golf-Mk1 / #Volkswagen-Golf / #Volkswagen / #Volkswagen-Rabbit / #Volkswagen-Rabbit-I / #VW / #VW-Golf / #VAG / #VW-Golf / #Volkswagen-Golf-R32 / #Volkswagen-Golf-R32-Mk1 / #Volkswagen-Caddy / #VW-Caddy / #Volkswagen-Caddy-I / #Volkswagen-Caddy-Mk1 / #Volkswagen-Caddy-R32 / #Volkswagen-Caddy-R32-Mk1

    WALK THE WALK

    With a day job that involves getting other people’s paintwork spot-on it is no surprise that north east Dub nut Paul Walker’s own project is beyond flawless. Words: David Kennedy. Photos: Si Gray.

    I’ve got to say, it was DRIVE-MY that got me in to modified Veedubs in the first place,” 37-year-old Paul Walker explains. “I’ve always been in to cars and then one day I randomly picked up DRIVE-MY and, well, it all escalated from there really.”

    We would like to take this opportunity right now to apologise for inflicting him with his Veedub addiction, something that has no doubt taken huge amounts of money from his bank account as he chases the high that is modified #VW ownership. Maybe copies of DRIVE-MY should have warnings printed on them like they do with cigarette packets these days. ‘Buying this magazine can be damaging to your bank balance!’. Or ‘modified VW ownership harms you and others around you’. That kind of thing.

    “I had an Evo 7 that was just emptying my pockets and I decided enough was enough, it was time for a change in direction,” Paul continues. We’re not going to question how a Mk1 Caddy show car, especially one as good as this, could possibly be any cheaper than a Mitsubishi Evo 7… all we can be sure of is we’re very glad that Paul decided to make the switch because if he hadn’t we wouldn’t be looking at one of the finest Mk1 Caddys the UK has ever turned out.

    The Caddy you see here wasn’t Paul’s first foray in to modded German metal ownership. Before the little truck he’d built himself a bagged and beautifully trimmed New Beetle which, although a very nice car indeed, must have been a bit of a shock to the system after a hardcore Evo!

    “I’ve always been a fan of Mk1 Golfs, though, I mean, who isn’t eh? But good ones come up for sale so rarely that I started looking at Caddys instead,” Paul explains. “I made myself a promise, though; that I would keep it simple – just air and a nice set of wheels. It all went south when I started paying more attention to what some of the Euro Mk1 boys were turning up in…”

    It’s probably worth mentioning that Paul earns his nine-to-five money as a dent man, or to give it the proper title, a paintless dent removal technician. This means that he is something of a perfectionist when it comes to cars and in particular, when it comes to the finer details. “I bought the car in 2014,” he remembers.

    “I found it on the Edition38 classifieds but there was only one problem, it was in Portsmouth and I live so far north I’m almost in Scotland. This made checking it out in person difficult,” he continues. “Luckily the Kleen Freaks guys are like family and Adam Gough and Natalie Poulton, who live down that way, offered to go check it out for me, which was really nice of them.” With Adam and Natalie giving the truck the once over and confirming it was a good ’un, Paul bought it over the phone. “The guys got it right, it was in really good condition, which is pretty rare for a Caddy these days. I was always going to repaint it anyway so I was more concerned with it being structurally sound, which it was.”

    The Caddy didn’t go home to Darlington straight away though; it went straight from the south coast to JH Pro Paint in Sheffield to have the Air Lift Performance air-ride, V2 management, and the custom four-link rear end fitted. “It was so low on its coilvers that I had to bag it immediately otherwise it wouldn’t have gotten onto my driveway, so it was a kind of a necessity as much as it was for looks,” he explains. Regular readers of the mag will need no introduction to the name JH Pro Paint. The Sheffield-based outfit is getting quite a name for itself in the modified VW scene for turning out more than a few awesome show-winning cars, not least owner Jon Hinchcliffe’s amazing everevolving Mk1 R32. “I’ve always been a big fan of Jon’s Mk1, so it’s fair to say his car was the inspiration for mine,” Paul grins. “It wasn’t until later on that Jon would become such an evil influence in my life!”

    Two months later Paul had the Caddy resprayed at a local bodyshop, Autospray Darlington. “It was already white but I wanted it to stand out more so I had it painted in a muchbrighter, cleaner white,” he explains. “Thankfully as the Caddy was in such good condition it didn’t need too much repair work doing before it was painted.”

    Next up was to sort out a pair of seats. “As I’m tall I wanted a pair of seats that would give me the most legroom, which the Vabrics would,” Paul continues. “Then it was a joint decision between me and the Mrs to do them in Harris Tweed, along with the doorcards, too, which I really think works nicely.”


    Then Paul set about rebuilding a set of 15” #BBS-RS s, 8” in width and face-mounted before bolting them on the car ready for Ultimate Dubs 2015, where it went down very well. “For the rest of 2015 it pretty much stayed the same, other than a few bits of carbon fibre trim being fitted here and there. Stuff like the mirrors, A-pillar trims, window cranks, and the handbrake cover were all changed,” he recalls. “And then in June it went back to its second home at JH Pro Paint where, well, things got out of hand, I’ll admit.”

    The Caddy came with a nicely-built 2.0-litre 16v in it which, while being a nice, dependable lump, didn’t quite tick the boxes for our man Paul here. We’re sure Jon’s show stealing Mk1 R32 had nothing to do with what was to come… “I’ll freely admit that Jon’s Mk1 was one of my main inspirations,” Paul smiles.

    “After all, how could you not be inspired by that thing? But on a more personal note, I wanted a more-modern, less-revvy engine than the 16v. Plus, you just can’t beat that R32 soundtrack, can you?”

    Over the next few months Paul and Jon spent so much time on the phone to each other that their respective partners though they might be playing away! But the lads had important build details to discuss and hard-to-find parts to track down. While Paul set about finding a suitable donor car, Jon set about pulling the old motor and getting to work on the bay. 74 welded up holes later, not to mention all the custom jobs that are required to squeeze the big six-shooter in to a tiny Mk1 bay, the whole thing was bare metalled ready for the next stage. That doesn’t really do justice to how much work was involved in getting the bay ready for paint, as anyone who has smoothed an engine bay will know. It doesn’t matter how experienced you are or how good you are at your craft, it’s a difficult, time-consuming and at times downright frustrating job. “It took Jon the best part of a month’s solid work to do the bay as it’s so time-consuming removing all the sealer and making sure every single millimetre is flawless,” Paul tells us. “Thankfully as the Caddy was in such good condition in the first place there wasn’t any major extra work to be done other than a few rust areas and the typical battery tray issues.”


    While Jon was hard at work Paul found a suitable car and engine, shipped off a few odd bits to be colour-coded and got in touch with Andy Outhwaite from ACR to have a custom loom made up for the car and set about lengthening parts of the wiring to ensure it would slot easily into the smooth bay.

    There’s no doubting Jon and the JH Pro Paint team know how to put out a top-level paint job and Paul’s bay is absolutely flawless from top to bottom, no matter how close you get or what angle you look at it from.

    To break up the white, the sidestrips, arch spats, A-pillar trims and mirrors were all carefully reproduced in carbon fibre. We’re big fans of the carbon fibre strips in the bed, too, and the Volkswagen text has been reproduced on the rear wall of the cab, mirroring the text on the tailgate.

    “I think the hardest part about the whole build, or at least the most frustrating anyway, was having to take the engine in and out about ten times to test fit everything and get it all right,” Paul reveals. “My wings are welded and smoothed to the front panel, so getting it all offevery time was a right pain, especially as we had to be so careful.”

    Once the engine was in properly and the fuelling issues were ironed out, hearing that classic R32 off-beat burble was more than enough to make Paul forget all about any frustrations he had endured. “Oh, hearing it fireup properly the first time was definitely the best part of the build; you just can’t beat that noise, can you?” he says with a beaming smile. “I’ve had a few people say it’s too heavy an engine for a Mk1 but since when has a Caddy been meant to handle like a race car? They were built to carry sheep and stuff around! Some have also said that the Caddy is pointless as I can’t put stuff in the bed anymore but that’s usually the kind of thing people who don’t quite ‘get it’ would say…”

    With people who do ‘get it’ the Caddy has gone down very well indeed. It debuted at Ultimate Dubs back in March (we got this shoot in the bag the day before), and since then Paul has taken it to Elsecar, Early Edition and Letstance over in Belfast, where it’s gone down an absolute treat.

    It’s no surprise that Paul’s Caddy has had crowds around it at every event it’s been to so far. It is one of the best Caddys the UK has ever turned out, it’s just such a complete car. The amazingly clean engine bay is the star of the show but you don’t need to look too far to realise that no corners have been cut. It really is an incredibly complete car, not just for a Mk1 Caddy but for a Mk1 in general, and that’s no easy task these days with the level of Mk1s being as high as it is.

    And yet perfectionist Paul isn’t finished yet. “Since the shoot I’ve put some Fifteen52 two-piece F40 Tarmacs on it so I can run bigger brakes, and I’m planning to transform it in to what I’m calling ‘the race Caddy’ over next winter too,” he chuckles. “Watch this space…”

    Consider it watched Paul, consider it watched!

    Dub Details / #VR6 / #Volkswagen-Caddy-VR6-Mk1 / #Volkswagen-Caddy-VR6 / #BBS / #Air-Lift

    ENGINE: Mk4 #R32 engine, VR6 #VW-Racing induction kit, #Time-Attack map, full carbon-skinned VR6 gearbox with #Wavetrac limited-slip diff, custom manifold and exhaust system, custom engine mounts and driveshafts, custom radiator, #Forge-Motorsport coolant pipes, full wire tuck and smooth bay, hidden battery under bed with positive and negative terminals behind driver’s seat.

    CHASSIS: 8x15” #BBS-RS043 wheels totally rebuilt and face-mounted, #Air-Lift-V2 management with #Air-Lift Lift rear bags and #GAZ front struts, tank and compressors hidden under the bed, four-link rear axle with drop plates, G60 280mm front brakes with braided hoses.

    EXTERIOR: Resprayed in bright white, carbon fibre sidestrips, arch spats, A-pillar trims, door mirrors, strips in the bed and strips on the front bumper, custom front and rear bumpers, Volkswagen script on the rear of the cab.

    INTERIOR: Vabric half-back seats trimmed in ‘houndstooth’ Harris Tweed and grey Alcantara, Harris Tweed and Alcantara doorcards, flocked dash, Alcantara headlining and A-pillar trim, carbon handbrake, cover and window winders.


    SHOUT: Jon Hinchcliffe at JH Pro Paint, Justin, Pete and Aidy at Autospray Darlington for my paint and detailing, Mike and Vick at Kleen Freaks for their backing, Alex Begley at Fifteen52, my good mates Anthony Warrior and Warwick French, and, most importantly, my wife for putting up with me while I did it!

    If ever there was a face that summed up being obsessive about a car being absolutely spot-on, this is it. Paul takes the job of keeping his Caddy spotless very seriously, and who can blame him when the results look this good?!
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    NIGHTCRAWLER UK 1600 Classic beauty on BBSs

    With a few simple mods this classic and extremely clean 1600 has been given a fresh new look.

    A classic is not a project to be undertaken lightly but with a bit of love, care and attention the results can be spectacular, as this 1600 demonstrates. Words: Elizabeth de La tour. Photos: Matt Richardson.

    Owning an older car takes dedication. Anything from the mid-’80s is okay, a little fragile now, perhaps, mainly due to age and/or mileage but could most definitely be daily driven with little or no problems to hamper ownership and enjoyment. I’m speaking from personal experience with a 1987 E28 518i. And with a bit of work and upkeep an ’80s car will most definitely bring you many years of motoring pleasure. Then there are the cars from the ’70s, or even earlier, that require a bit more dedication to look after properly. More things are likely to go wrong. There’s going to be more rust to worry about and owning a car of that vintage is not a decision to be made lightly as ownership will require commitment. Fortunately, Laurence Turner is very committed and both he and his carloving dad have the skills and hands-on approach that makes owning a car like this 1600 that much less painful.

    “I’ve always been into cars,” Laurence begins. “It’s dad’s fault! I’ve owned and modified a lot of cars over the years. I had a Corsa B that I wrote off, a Mk2 Golf that I did up and sold, then a Polo GTI but that was too ‘boy racer’. Then I had another Mk2 for four years which I turned into a show car on air. I decided that the next car I was going to build was something like a 2002; my dad had bought a VW split-screen camper and we started going to more retro shows, which were more fun and chilled. I wanted something that would crossover between the modified shows I was used to going to and the retro shows, so two days later I put the Mk2 up for sale and started looking for a car to buy.

    “This 1600 popped up and looked really tidy. It had just been imported from Ireland and was over in Leamington Spa. It was only running on three cylinders and needed some work but it was the best example I’d seen so I bought it. Going from a new car to one that’s 45 years old was a big change and I knew nothing about BMs before this! “The car was completely stock and the springs were pretty shot so my original plan was to change the springs and wheels. A lot of the US forums were very helpful and I bought the parts I needed from Jaymic, along with its restoration guide.

    I’d already bought a Haynes guide for the car but the Jaymic book is fantastic and was my bible for the project. The biggest problem was actually getting hold of parts. It was a real nightmare. I mainly found what I needed in the US and Germany but even then it took a long time to find bits. It took me six months to get a steering wheel boss, for example.”

    Of course, it was worth the wait when it came to all the parts for this 1600 and it took Laurence and his dad less than a year to get the car to where it is now, working on it every weekend and building it on the drive. Laurence’s friend, Luke from Decked Metals (hence the stickers), also helped with the project. The plan of changing the suspension and the wheels was accomplished but, as you can probably tell from looking at the photos, Laurence took his 1600 that little bit further…


    The wheels, 8x15” BBS RMs, were purchased from Racing Team Hofmann in Germany and the classic cross-spokes have been fully chrome powdercoated making them ridiculously shiny, which harmonises perfectly with the chrome brightwork that can be found around the car.

    While the original plan had been to change the springs for a fresh set, the opportunity to give the suspension a bit of an overhaul was too great to resist, and the 1600 now sits on a set of custom Gaz coilovers, with extended threaded bodies at the front. This means Laurence has been able to really drop the little 1600 on its belly and it looks awesome for it, those 15s sitting perfectly up in the arches.

    At the back there’s a window louvre and, you won’t be surprised to learn, these are rarer than rare. “I got lucky. It was listed on a forum as a plastic window vent.” explains Laurence with a wide grin. “The seller did not know what he was in possession of!” The window louvre adds the finishing touch and is the perfect period addition to a car that, stance aside, looks very original with those exceedingly cool foglights mounted on the front bumper and that vintage AA badge attached to the extremely shiny front grille.

    The interior is pretty standard, which we reckon is a good thing. Those mustardcoloured doorcards and the classic threedial dash design make it a wonderfully retro place to spend some time. There are a pair of Lux Tii seats and Laurence fitted a Grip Royal steering wheel – with the deep-dish design and light wood trim being the perfect choice to complement the overall interior ambience.


    You’d have to have a heart of stone to look at this 1600 and not fall in love with it. The BBS RMs are the perfect size and style for the car, the way it sits is spot-on. The fact that Laurence hasn’t messed around with the styling, bar the addition of the period-correct louvre, means you get to enjoy those classic lines uninterrupted.

    “I’ve taken it to as many shows as I possibly can,” says Laurence, “including one in Germany. I’m pleased to say the car was fine on the drive over. I really loved the experience and the car received a lot of attention.” But the ownership experience hasn’t been all smiles and sunshine, unfortunately, and it’s actually other owners that have soured the experience, sadly. “The 02 community isn’t about stanced cars and the US really hates the sort of car that I’ve built, so it’s been hard finding people who can help me,” explains Laurence. “I prefer a more chilled scene and, really, I’m not about the scene, I just want to hang out with my car friends, play with cars and have fun.” We think that is a great philosophy to have. It’s such a shame that purist elitists are ruining the classic BMW ownership experience for the younger crowd who want to do things their way; why can’t we all just get along?

    Ultimately, Laurence is looking to sell the 1600 but, thankfully, not because of some small-minded idiots; it’s purely due to a change in circumstances. And with a Polo as a daily and a history of modified VWs behind him, it’s no surprise to learn that he’s looking at a Jetta for his next project.

    Still, at least he explored the world of modified Bavarian machinery and his very first foray is one that neither he nor anyone else will forget in a hurry.

    DATA FILE #BMW-1600 / #BMW / BBS / #BMW-Typ-114 / #BBS / #BBS-RM

    ENGINE AND TRANSMISSION 1.6-litre four-cylinder #M10 / #BMW-M10 / #M10B16 , four-speed manual gearbox

    CHASSIS 7x15” (front) and 8x15” (rear) #BBS-RM002 wheels with Brilliant Silver powdercoated baskets, chrome coated bolts and genuine BBS centre caps with 165/50 (front) and 185/45 (rear) tyres, #GAZ-Gold custom coilovers, #GAZ billet adjustable camber top mounts

    EXTERIOR Zender-type fibreglass splitter, genuine Autoplas rear window louvre

    INTERIOR Lux Tii seats, Grip Royal ‘Woodie’ steering wheel

    THANKS Special thanks to dad, Luke and Alex for their help with the build, all the Decked Metals crew, Auto Finesse for its amazing products, Jaymic for all its knowledge and help, Mark Ikeda for building these amazing wheels, Heidi for letting me fill the house with car parts
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    CRAZY V8 ESPRIT / LOTUS ESPRIT / PUNK AND DISORDERLY

    If you want to annoy the purists, what better way than a #V8 #Lotus-Esprit-S3 running on air ride and Jap wheels. A lot of people don’t like this Lotus. It’s got the wrong engine, the wrong suspension, the wrong attitude. But this Lotus doesn’t really care what you think, it’s got its own stuff going on… Words: Dan Bevis. Photos: Chris Frosin.


    It’s a matter of pride here at Retro Cars that we seek out cars which don’t follow the welltrodden path; the mavericks, the outlaws, the oddballs – the cars with a bona fi de punk ethos that thumb a nose to authority and cock a snook at the naysayers. There are plenty of people within the traditional classic car scene who’ll tell you that there is a correct way of doing things, and to deviate from the norm is to invoke their ire. But screw them.

    Where’s the creativity in building a car that dozens of people have built before? Where’s the sense of achievement? The lifestyle we celebrate is one of brash weirdness, and they certainly don’t get a lot more brash or weird than Rob Howard’s Series 3 #Lotus-Esprit . We’re talking gruff supercar power, scene-friendly altitude, down-with-the-kids rims fresh from Japan… this is the polar opposite to a pipe-and- slippers concours resto. This is a punk collage, a scrapbook of ideas pasted together from all corners of the modifying world, and we couldn’t be more in love with it.

    Now, we know what some of you will be thinking – ‘Oh, it’s another old Lotus on air-ride’. Sure, there are a few of these on the scene these days, and we’ve featured a couple of ’em ourselves; Dean Meeson’s Esprit and Luke Gilbert’s Elite. But if a surfeit of bagged Lotuses is the biggest problem you encounter today, then you should probably take a few minutes out to consider how damned lucky you are. Besides, this is very far from ‘just another old Lotus on air-ride’ – this is nothing short of a work of art.

    “I’ve always been into cars, even when I was a kid,” says Rob. “I started working on cars when I was about fourteen years old, always wanting to change them, to fi t bigger engines and bigger wheels. I guess it’s in my blood? Anyway, the Esprit was my childhood dream car – James Bond driving into the sea had me hooked! Someone in my town had one when I was growing up, and I knew I just had to have one… one day.”

    While Bond’s Lotus may have been modified to cope with the salty rigours of sub-aqua mischief, Rob’s would eventually end up taking an altogether different turn – but, of course, he had to find one first. And that sort of thing doesn’t always go as well as you might think.

    “This is actually my second Esprit,” he explains. “The first one I had was a yellow Series 1, which had a Rover V8 already fitted. But it was crap – horrible to drive, and the 130bhp P6 engine was really underpowered. They do say ‘Never meet you heroes’, and I was just so disappointed with it.”



    As you’ve probably deduced, however, Rob is not the sort of man who gives up easily. Having harvested the V8 conversion parts and squirrelled them away, he waved goodbye to the disheartening yellow cheese-wedge and went on the hunt for the car he’d really wanted all along: a white Series 3. “These have a much better chassis,” he explains, “and an improved rear suspension setup. Much better for sticking a V8 in there!” And, naturally , there’s that spectre of 007 lurking in the broad rear aspect, ready to indulge in racy espionage at the drop of a Martini glass…


    “I found the car for sale on a Lotus forum, totally stock and needing a little work,” Rob recalls. “The exhaust manifold was cracked, and the interior was horrible; very faded and turning green! It ran crap but was perfect for my needs – and it was white! I had no use for the four-pot engine anyway, I already had an engine lined up to transplant into it. V8 power was, of course, at the top of the list for the project. I just love the sound. There’s no stereo in here, it doesn’t need one! And another high priority was the wheels; I hate stock wheels, very boring. This car needed to have something unusual. The Esprit is a tricky one to change wheels on though, and it can look horrible if you choose the wrong type or size. I got lucky, I think my wheels look killer – maybe I’m biased? But lots of people that see it also agree the wheels look great! Anyway, after the V8 and the wheels it was all about making it better and faster, and a tad lower…”

    Heh. ‘A tad’. Rob really does run a masterful line in understatement. Being an avid fan of American hot rod shows of the Fast ‘N’ Loud ilk, air-ride was increasingly permeating its way into Rob’s subconscious as a viable option. Having experimented on various previous projects with lowering springs, coilovers and what-have-you, he knew what he wanted and, more importantly, what he didn’t want. There would be no crashy ride or smashed sumps here, this was going to be a suspension setup done right and done well. “I thought air-ride would be the best of both worlds,” he shrugs. “Any height I like, and any spring rate? What’s not to like? OK, it’s not quite as simple as that, and the ride is still fairly harsh, but it’s way lower than I could have got it by other means.” The most cunning part is that Rob’s combination of coilovers and Universal Air bags is managed by AccuAir’s E-Level system, which keeps the car at whatever height you determine regardless of external influence – so, say, if you tell it to run at a particular height, then stuff the boot and passenger seat with bags of cement, it’ll still run at that height you’d told it to. Isn’t it great living in the future?


    The ride-height’s taken care of then, so let’s talk about that engine. It’s a Rover V8, like in his maligned old yellow Lotus, but in this instance it’s a pukka TVR unit. What’s more, it’s been stretched yet further into the realms of motorsport excess; the already-formidable 4.3-litre TVR Griffith engine has been reworked by V8 developments into a rumbling 4.5-litre monster. “I found a hillclimb car for sale that had this engine fitted, and I knew it’d be perfect for my Esprit,” Rob grins mischievously. If you cast an eye over the spec box, you’ll see why he’s grinning. The motor really is a monster, with a torque-rich spec designed for propelling light things up tall things at alarming speed. Just the job!


    “Fitting the V8 was actually quite straightforward, using the gearbox adaptor I had kept from the Series 1,” he says. “I had to make new mounts and carry out a lot of cutting to the rear body to make room for the big-bore 3in twin exhaust, and things kept changing throughout the build as parts got altered and made better; more often things wouldn’t work out how I planned, so had to be reworked or changed completely. The exhaust was re-done three times before I got it how I wanted! The air-ride was a nightmare to fit too - getting it to go a lot lower than Lotus ever intended meant that, with a car that’s well over thirty years old, a lot of the suspension parts were a pain to remove due to neglect and rust. Jobs take a long time to do as it’s all done on my driveway; the car has spent most of its time on axle stands and in bits since I’ve owned it due to always changing things and waiting for parts. And I still have plans to improve the car, it’ll always be evolving and getting better. Working on cars is like childbirth - you forget the pain until you get the spanners out…”


    Thank goodness Rob’s enthusiasm lies in modifying old cars rather than delivering babies, we’re a bit concerned about where he’s planning to stick his torque wrench. But thankfully his skills are entirely well suited to Esprit rebirth, as the results you see here demonstrate; sure, he says it’s unfinished, but that’s true of pretty much every feature car owner we speak to. We particularly love his choice of wheels, too – that James Bond influence of international mystique has led him to source a set of three-piece Super Star split-rims straight from Japan, the rears arriving 9in wide apiece and being rebuilt to a meaty 11.5in girth using Image 5in lips. That’s the sort of forthrightness that gives the car proper supercar presence, something that the old-school wedge always deserved.

    “I like to get out in it as much as I can – when it’s working, that is,” Rob laughs. “It’s a Lotus, so something generally needs fixing, but it’s fun to take it to work and there’s always a buzz around it wherever it goes. My colleagues are always saying ‘I saw someone taking pictures of your car again’! And yeah, I know it’s annoyed a few Lotus purists, but who cares about them? It’s my car.”

    …and that’s exactly the right attitude. This badass Esprit doesn’t care what you think, it just does what it wants. It doesn’t always work, but that doesn’t matter either. The Low-tus exists on its own terms, and that’s enough.

    Monster 11.5in wide rear wheels transmit the 4.5 litre V8’s torque to the tarmac.

    “Working on cars is like childbirth - you forget the pain until you get the spanners out…”
    “The Esprit was my childhood dream car – James Bond driving into the sea had me hooked!”

    James Bond eat your heart out, you can keep your submersible Esprit, we’d rather have this!


    Thumping great V8 soundtrack means that Rob has no need for a stereo install.


    SPECIFICATION #Lotus-Esprit-V8 / #Lotus-Esprit-V8-TVR / #Lotus-Esprit-TVR / #Lotus-Esprit / #Rover-V8 / #Lotus / #AccuAir /

    ENGINE: 4.5-litre #TVR (Rover) #V8 , fully balanced, forged 93.5mm bore #Cosworth pistons and #HRC1037 rods, cross-drilled and balanced #HRC1400 Iceberg crank (80mm stroke), high-volume oil pump, Stage 3 big valve heads, stainless steel 42.8mm inlet and 36.8mm exhaust-valves, fully ported and gas flowed, uprated valve springs ( #VSSV8 ), Piper steel vernier timing chain set, #Piper-BP270 camshaft, Rhoades anti pump lifters, John Eales billet rocker posts and head stud kit, #Edelbrock-Performance inlet manifold - fully ported and gas-flowed to match heads, Edelbrock Performance 1404 (500cfm) 4-barrel #Weber carburettor, #K&N turbo plenum with large K&N cone filter, #Mallory Performance billet distributor with electronic ignition, #Mallory Pro 8mm plug leads and high output coil, TVR big bore exhaust manifolds reversed, twin 3in bore custom stainless steel exhaust system, Rover SD1 sump, Esprit Developments engine conversion kit, custom mounts and turbo rubbers, Sierra Cosworth 60mm core alloy radiator, twin electric 12in rear-mounted fans, Davies Craig EWP 80 pump and controller, extra cooling booster pump fitted at rear, Mocal remote oil filter and oil cooler rad, alloy header tank and swirl pot. 289bhp @ 5500rpm; 300lb/ft @ 4500rpm

    TRANSMISSION: Esprit/Citroën SM 5-speed transaxle, alloy bellhousing adaptor and custom input shaft, lightened race steel flywheel, uprated clutch

    SUSPENSION: #Gaz-Gold-Racing / #GAZ adjustable front alloy coilovers, #Protech rear alloy coilovers, Universal-Air Aero Sport airbags, #AccuAir-E-Level management, #Air-Zenith-OB2 compressor, #Dakota-Digital quad air pressure and tank gauge kit, twin seamless alloy 3-gallon air tanks, front top and bottom suspension arms modified, uprated polybushes, hubs modified to 5x112 PCD and 66.6 centre bore, Canley Classics forged front uprights (trunnion free)

    BRAKES: Front: Audi 100/200 314x30mm cross-drilled vented discs, custom fitted to rear of hubs, Porsche 996 Brembo 4-pot alloy calipers on custom billet mounts.

    Rear: Mondeo 280x12mm cross-drilled and slotted discs custom fitted to rear shafts, Esprit rear calipers, carriers modified for larger discs, stainless braided hoses

    WHEELS & TYRES: 8x17in +25 (front) and 11.5x17in +20 (rear) Super Star 3-piece split-rims with 205/45 Yokohama Parada Spec 2 (front) and 315/35 BFGoodrich Comp T/A (rear)

    EXTERIOR: Side scoop ‘ears’ widened and modified into quad intakes, rear hatch locked ajar with flush-locking bonnet pins, modified front air intake and revised radiator location, rear bumper drilled to improve airflow output, rear engine bay floor removed, extra spaceframe chassis brace fitted with alloy heatshielding

    INTERIOR: Stock ‘teddy bear’ cloth refreshed with black dye, #Nardi Personal 350mm steering wheel, MX-5 suede gearstick gaitor, leather #Lotus gearknob, Stack wideband lambda gauge, #Dakota-Digital air pressure gauge, SJ Sportscars black carpet set, Accuair Switchspeed controller

    THANKS: “ #Gerald-Moors for all the machining work - A4 Engineering, Unit 7 Manor Park, 35 Willis Way, Poole, BH15 3SZ, Tel:¬01202 676047”
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    ALL AMERICAN TAKE OVER

    Fitting a massive Yank V8 lump into your BM is nothing new, but doing that and then strapping a pair of turbos on for good measure takes things to a whole other level….

    Rebel yell Utterly insane twin-turbo V8 E30 with almost 900hp.

    After tiring of turbo M20 reliability issues, Ross Bradley went back to his hot rod roots and rebuilt his E30 using American V8 power… with two turbos this time. Words: Ben Koflach. Photos: Matt Woods.


    Meet Ross Bradley, an E30 nut who likes to do things his own way, particularly if it involves a twin-turbo V8. The story begins back in March 2010 when he bought this black 325i and, like so many of us, he formulated a plan to make it his own. “It was sitting on a drive for about four years with moss growing up the sides. I used to see it when I was out at work,” explains 35-year-old Ross. “It was pretty solid body-wise, so I offered the guy some money and bought it for £275. I got it home, changed the plugs and put fresh fuel in and it fired up first time!”

    Fast forward a year or so and his E30 was something we’d all be proud to call our own, featuring Borbet A wheels, a nice drop in ride height and a full M Tech 2 body kit, among other tricks. However, having grown up around American hot rods and other powerful machinery, it was only a matter of time before the engine bay got something of a shake-up.

    “I’ve always had turbo cars. I just have a passion for them,” Ross tells us. “And the BMW needed more power so the only way to go was turbo!” Ross laughs. The car’s transformation started with him taking the original M20 and turbocharging it, earning him the bragging rights of having over 400hp under his right foot. Having been an engineer by trade in the past he made it all look easy, building up the M20 with forged pistons, a custom intake plenum and plenty more goodies. Ross was happy until an oil pressure issue left him with a knocking bottom end and feeling thoroughly disheartened. Fortunately Ross isn’t the kind of guy to remain demoralised for long and he used this temporary upset as a chance to refocus. “I’ve always been a fan of proper V8s – not the little BMW ones but full-blown Ford or Chevy motors,” he explains. “Now that I had the chance, I decided to get rid of the old turbo engine which kept going wrong, and I sold all the parts to fund a new engine.”

    Ross’s plan for Yank horsepower made good sense. “I considered the newer GM LS engines but at the time they cost more than a complete S50, and you can just as easily build an old type V8 with EFI for half the price.” A decision was made and Ross was soon the owner of a small-block, 350ci (5.7-litre) block ready for building up. While Ross pressed on with using the bare block for test-fitting purposes, his shopping list started becoming a reality. A #GM forged crank, Eagle forged rods, a hightorque starter motor, alloy roller rockers and a new sump all arrived, with Ross’s plans continuously evolving for how the engine would fit in the car and how it would be built.

    “The gearbox I chose was the manual gearbox from the Mk3 Toyota Supra: the R154. With a couple of little mods they can be bombproof, but not cheap at £600 for the box alone!” Ross says. He was still waiting on engine parts but could at least get the gearbox built up. This would allow him to finalise the engine location once and for all.

    All new bearings went in, along with an uprated first gear thrust washer, before the front end was built up with a Chevy bellhousing, hydraulic clutch release bearing and all the necessary conversion parts. What soon became clear was that the E30’s transmission tunnel just wasn’t going to be big enough. Luckily it wasn’t beyond the call of a few hour’s work with a hammer. The next obstacle was the crossmember and anti-roll bar. A conversion to an E36 anti-roll bar (which sits ahead of the crossmember) had that issue solved easily enough thanks to some fabrication work, but Ross also had to notch the crossmember for clearance and ended up moving the steering rack forwards by 20mm to clear the starter motor.

    This left Ross with the small block sitting happily in his engine bay, as low and as far back as was possible. “The shifter even ended up in the right place!” laughs Ross. “There was just a sensor that I had to add clearance for, so things were going well.” With his engine and gearbox mounts fabricated, Ross then threw on the aluminium heads that he’d ordered and checked the clearance of everything with his turbo manifolds fresh from the States. Sure enough, his engine mounts had to come back out for some further clearance work and he had to make plans for relocating his brake servo and master cylinder to under the dashboard. For Ross this was all in a day’s work.

    With the engine position decided, Ross pulled the V8 block back out so that he could finally start transforming it into a functioning engine. The local machine shop was tasked with boring out the cylinders by .030”, taking displacement to beyond the 5.8-litre mark. Probe forged pistons were mated to the Eagle rods, with the crank going in with Clevite bearings and ARP hardware. His camshaft of choice was a Comp Cams 256/263-degree grind, made especially for turbo applications.

    Such is the aftermarket support for these engines that Ross managed to get his aforementioned aluminium cylinder heads for just £200 and set about porting them himself by hand to make the most of a set of massive Manley valves (2.02” inlet and 1.60” exhaust, in fact). This V8 may only have 16 valves but it makes up for that with sheer size. The heads were finished with Edelbrock valve springs and titanium retainers, which are operated by Comp Cams billet rockers and Edelbrock Magnum pushrods. No stone has been left unturned with this Yank powerhouse.


    A good old Holley carb was initially used to get the engine running alongside a Megasquirt ECU and Ford coil packs. Ingeniously Ross used a few of the old M20 sensors and brackets to feed the ECU with all the needed info, which allows the V8 to run normally aspirated for a few miles as a gentle run-in. A huge Pro Cool radiator, a custom intercooler and a day’s worth of custom fab work by Ross got the E30 roadworthy but he was far from done.


    When the time came to switch to fuel injection Ross, as usual, didn’t do things by halves. With the rear boot floor in bits (more on that in a moment) he plumbed together a fuel system capable of supplying enough jungle juice for the monstrous powerplant now sitting up front. A high-flow lift pump feeds a two-litre swirl pot, with twin Bosch 044 pumps then feeding the engine through front-to-rear braided AN lines. All that fuel is supplied to 770cc injectors mounted in an Edelbrock intake manifold, fitted with a 90mm Procomp throttle body.


    That swirl pot setup is mounted onto a flat rear floor. Ross’s car has no spare wheel well and for a very good reason. With the extra power and monstrous torque that he was going to be feeding through the rear end, some serious reinforcement was needed. The entire rear beam was dropped and stripped and Ross’s work began.

    The first thing on the ingredients list was an E28 large case diff; though it bolts right up to the E30 rear beam, that’s about where the compatibility ends; not a problem for someone like Ross. The beam was sent away for blasting and once back, he could begin. “I started by going over the old welds to make them a little stronger and I went around the trailing arm brackets again as some of them aren’t fully welded,” he explains. “Then I started the reinforcing.”

    These reinforcements included plating over the diff mounts and bridging together the various factory joins with extra material. Bars were then also added between the diff mount and beam itself before a thick plate was placed over the diff recess. In short, Ross’s work is so solid we reckon it would withstand even a nuclear strike.


    Next up was getting that diff mounted up. The E30’s single-ear rear diff mounting is famed for a lack of strength and so after some experimenting Ross found that an E36 M3 Evo diff cover and mounting bracket would bolt up to the E28 diff (with the addition of a spacer he made), giving him two ears to mount with. However, the E30 doesn’t have the provisions to bolt such an arrangement up, hence Ross had cut the boot floor out of his. A new crossmember was made out of box section, bridging the chassis rails and including mounts for that large case diff and the anti-roll bar brackets.

    “With the rear crossmember done I started the rear strut bracing,” Ross tells us. This included strengthening plates on the rear strut towers along with a welded-in strut brace. This was then joined to the diffmounting crossmember with a set of bars tying the whole lot together for maximum rigidity before everything could be sheeted over to form a new floor.

    The trailing arms were also braced with bars and then the whole lot bolted back under the car, complete with the new diff and a revision of Ross’s UJ driveshafts. However, he still wasn’t done, using the opportunity to also convert the car to fivestud all-round. Rather than the usual way, this arrangement was completed using Compact or Z3 parts with a bit of a custom setup. This consisted of Z3 wheel bearings and hubs, which needed a little machining to fit. “I used 300mm Z4 discs on the Z3 hubs, and then used Porsche Boxster Brembo fourpot calipers,” smiles Ross.

    Up front the E30 stub axles were sleeved to allow E36 wheel bearings and hubs to be used, enabling the use of an XYZ brake kit. It was originally meant for a Japanese application using a 5x114.7 PCD and Ross also had to make his own brackets, too. Nothing phases this E30 fanatic.

    Of course, the most noticeable change Ross had to make was to fit new wheels. The old 4x100 Borbet As would no longer fit but Ross found something else that would work nicely. It doesn’t get much better than three-piece Hartges, made by OZ back in the day. He found them in Poland and had them shipped over. They had polished lips and gold centres, which looked great, but weren’t quite what Ross had in mind. Therefore the wheels were stripped right down for the centres and lips to be repolished, and a lack of centre caps saw Ross approaching UK firm and BMW specialist Hack Engineering to reproduce the original plastic caps in billet aluminium so that it could all be polished up with the same mirror shine. Mirror-polished hardware finished the wheels off, with grippy Federal RSR tyres put in charge of getting all that power down.

    This meant that phase two of the build was complete, and Ross enjoyed using it for the latter half of last year’s show season, clocking up the miles attending every show possible. Having witnessed it personally, we can confirm that when Ross’s E30 pulls up at the showground, a serious number of heads turn thanks to the appearance of a tidy E30 with the soundtrack of a lumpy, all-American V8. It really is quite something.

    The way Ross has gone about building his E30 is like no other. While absolutely nothing on the car itself can be considered off-the-shelf, he’s also shown incredible ingenuity when it comes to building a reliable powerplant thanks to the strength (and low prices) of the American aftermarket. In fact, though untested, it’s estimated that the junkyard-rescued small block is currently pushing around 880hp and 750lb ft at 1.3bar. Could American power in an E30 be the way to go? You wouldn’t want to argue otherwise after seeing this machine.

    Boot houses fuel system with two-litre swirl pot and twin Bosch 044 fuel pumps.

    If you’re a keen show-goer in the UK you’re likely to see Ross’s monster throughout the year. However, do be warned – by the time it’s show season the E30 will be looking quite different. Ross didn’t want to tell us exactly what he was up to but you can rest assured that the E30 will be even better, very soon.

    DATA FILE #Twin-turbo #V8 / #BMW-E30 / #BMW / #BMW-E30-V8 / #Bosch-044 / #Garrett-T04E / #Garrett /

    ENGINE #Chevrolet-small-block-V8 , rebored 0.030” to 5.82-litre, #GM / #GM-V8 forged crank, #ARP main studs, #Eagle H-section forged con rods, #Clevite big end bearings, Probe oversized forged pistons, high volume oil pump, ported and polished alloy heads, #Manley-Severe-Duty stainless steel swirl-polished oversized valves (2.02” inlet, 1.6” exhaust), Edelbrock valve springs with titanium retainers, #Cloyes three-piece solid timing gears, Clevite cam bearings, Comp Cams 256/263-degree blower cam and lifters, #Edelbrock #Magnum chromoly pushrods, #Comp-Cams 1.5:1 alloy roller rockers, #Brodix rocker covers, ARP hardware (rocker arm studs, intake manifold bolts, sump bolts, timing cover bolts, engine mount bolts, exhaust header bolts, crank pulley bolts, bellhousing bolts), ARP oil pump driveshaft, custom engine mounts, customised turbo headers, twin Garrett T04E turbos, Tial wastegates, custom twin 3” turbo-back exhaust with Simons silencer, custom intercooler, Tial dump valve, #Edelbrock Pro-flo inlet and matching fuel rails, #Procomp 90mm throttle body, 770cc injectors, swirl pot with high flow lift pump, twin #Bosch 044 engine feed pumps, #Torques fuel pressure regulator, #March serpentine pulley kit, #Pro-Cool alloy radiator, #Megasquirt ECU, Ford coil packs, fully lightened and balanced flywheel

    TRANSMISSION #Toyota-Supra-R154 gearbox rebuilt and uprated with #Marlin-Crawler thrust washer bearing retainer and selector forks, #McLeod clutch release bearing, #ARP clutch bolts, Spec R Stage 4+ paddle clutch, alloy fluid reservoir, #Cube shifter, custom propshaft, E28 210mm LSD with 3.07 final drive and M3 Evo twin-ear rear mount, custom driveshafts with #UJs , custom gearbox crossmember

    CHASSIS 17x9” ET25 (front) and 17x10” ET20 (rear) Hartge fully polished three-piece wheels, 215/40 and 235/40 Federal RSR tyres, modified front crossmember for engine clearance, reinforced rear beam, E36 M3 front anti-roll bar with custom mounts and rosejointed droplinks, reinforced rear trailing arms, custom rear strut brace tied into custom rear diff mounting bar, #GAZ coilovers, GAZ adjustable front top mounts, stainless steel steering linkage joints and custom linkage, steering rack moved 20mm forwards, alloy power steering reservoir and custom lines, incar brake servo conversion using Renault Clio servo, VW Sharan brake master cylinder, #XYZ six-pot front calipers and 330mm discs, fivelug conversion using E36 and Z3 hubs, Porsche #Brembo six-pot rear calipers, #Apec-Z4 rear discs


    EXTERIOR M Tech 2 body kit, carbon bonnet, E36 M3-style mirrors, widened rear arches, smoked rear lights, smoked front indicators, yellow foglights

    INTERIOR Full red leather Sport interior, black carpets, custom gauge illumination (blue with red needles), A-pillar mounted auxiliary gauges (boost, #AFR , oil pressure), fuel system in boot

    THANKS Dad for all of the paintwork, Shaun from V8 Development for all the mapping and wiring.

    Red leather Sport interior looks fantastic and features custom gauge illumination and auxiliary gauges in the A-pillar.

    I’ve always been a fan of proper V8s… full blown Ford or #Chevy-motors .
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