- Post is under moderationLAGUNA E46 M3 Lush UK air-ride Cab
A schoolboy dream has become reality in the shape of a Laguna Seca E46 M3 Cab, with a few mods for good measure, of course. Words: Elizabeth de Latour Photos: Matt Dear.
DREAM WEAVER Air-ride E46 M3
Achieving your dreams, no matter how small and seemingly insignificant they may appear to some people, is an incredible feeling. From dream jobs, to dream weddings and, obviously, dream cars, these items, events and experiences fill us with sheer joy and make our lives better. Whatever your dream may be, achieving it, making it happen is a special moment; for Bally Hanspal this car was that dream and, as you can plainly see, it’s most definitely become a reality.
“BMWs have been a big part of my life,” begins Bally as we ask him to tell his tale, “with my late grandfather, dad and uncle all owning BMWs through my childhood. It always made me want one and, also, with how amazing they are to drive nothing else can come close to them. For me they really are the ultimate driving machines; despite owning other brands of cars I always seem to have a soft spot for BMWs,” he smiles, and that’s something we wager most of us can relate to.
Bally has dabbled with VAG in the past, ticking off the wheels, suspension and audio boxes along the way before moving towards the performance end of the modding spectrum, all of which served as perfect preparation for the inevitable purchase of his dream car. “When the E46 M3 was released, back when I was still in school, I promised myself I’d own a Laguna Seca blue one, one day. Many people laughed, but it was a dream I had to make come true,” he says and that steely determination is what made it happen. Bally kicked BMW ownership off with an E46 320Ci Sport, the biggest engine he could insure at the tender age of 20, but it was just a stepping stone until he could get his hands on the full-fat, M-powered 3 Series of his dreams. “I remember the day when I bought the car so clearly,” he smiles, “a friend of mine phoned me up – it was a warm Saturday afternoon – and he phoned me asking if I had found any cars for sale. I mentioned I had seen this one for sale on Autotrader, not too far from me. He said ‘Let’s go down and take a look’ so we headed over and after just walking around the car and checking it over I knew this was the one for me. The condition of the car was tip-top and it was so well-maintained that I would have been kicking myself if I hadn’t bought it.”
There were, says Bally, no plans to mod the car when he first got it, and he actually thought that was going to leave the car alone but here we are, it’s in a modded BMW mag. It wasn’t long, he says, before he started ordering parts for his M3 and he didn’t mess about. Wheels came first, with a set of CSL 19s chosen and to go with those he picked out a custom set of BC Racing coilovers to deliver the required drop. With the E46 M3’s natural good looks now nicely enhanced, Bally turned his attention to the audio system and fitted an Alpine double-DIN head unit along with a set of MB Quart component speakers front and rear, which made it into the car’s current build state. So too did the amber corner lights, which look great against that bright, bold blue bodywork, and Bally has also fitted a seriously sexy set of K-Sport brakes, with monster eight-pots up front wrapped around 365mm discs and four-pots at the back, and the red calipers really pop against the body and wheels.
All was going well, but Bally wasn’t in a good place with his suspension. “The BC coilovers were pretty awesome I must say, but with the car not being practical with the way I wanted it the next step was air. After speaking to many people and reading many reviews I went for Air Lift’s 3P setup and I also added Powerflex wishbone and anti-roll bar bushes just to tighten-up that awesome drive.” Now Bally can enjoy all the lows he can eat, so to speak, while still being able to actually drive the car and we like the fact that he’s also done a little bit more than just the bags alone, to allow him to really get the best out that awesome chassis that the E46 M3 is blessed with.
With air on board, Bally decided it was time to up his wheel game but with so many good-looking wheels available for the car, this was not an easy task. It was helped slightly by the fact that he’d always had his eye on the wheels he’s ended up, that being a set of Schnitzer Type II Racing three-piece splits, and they are gorgeous, the metallic grey centres really suiting the whole colour scheme on the car. Where people often go big on diameter, Bally has stuck to a sensible 18” but he’s gone wide; the fronts are a reasonably large 9.25” but the rears are a monster 11.25” across and they fill the arches to bursting, and with it aired out the fitment is perfection.
As far as styling is concerned, Bally has had the front bumper smoothed and it’s been enhanced with the addition of a full carbon fibre CSL front splitter, which not only adds a healthy dose of visual drama but also drops the car even further towards the Tarmac. Moving inside, that vibrant interior didn’t start out life this way and the original seats have made way for a striking red ensemble; “I wanted my M3 to stand out from the rest,” he says, “and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look,” he grins and now it all makes sense. But here too there’s more than meets the eye, and where you might, perhaps, expect to see carbon on a car like this you will instead find that all the interior trims have been finished in Alcantara. “The trims are my favourite mod on the car and they were something I had in mind for a while, but it was a big problem getting them done, with so many companies saying they couldn’t do it and that it couldn’t be done. In the end my dad and I, along with my grandmother, did them together,” and the end result is absolutely unique and wonderful with it. Finally, in the boot, you will find the single air tank and Viair compressor that make up the air ride and, a neat touch, is that with the boot lid being de-badged, the air tank now wears the M3 badge instead.
As far as performance mods are concerned, Bally has so far just added a gorgeous GruppeM carbon intake up front and a de-catted Scorpion exhaust system but it sounds like the next big mod on the to-do list is a supercharger and going by his determination and refusal to give up with any part of the build so far, you can be sure that’s going to happen before too long. There’s no rush though, Bally has no plans to let his dream car go anytime soon; “After now owning the car for two years I’d say it’s an on-going going project that will probably never end,” he chuckles. Bally’s built himself an absolutely beautiful M3, one that’s packed with neat, unique touches that really make it stand out and it’s a car he can truly be proud of. Dreams can come true.
GruppeM carbon fibre intake the only performance mod, for now…
Gorgeous 18” AC Schnitzer Type II Racing splits.
“I wanted my M3 to stand out from the rest and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look”
Alpine double-DIN head unit and custom Alcantara trims.
Red Nappa leather looks fantastic against bodywork.
Custom-mounted Air Lift controller.
Air install has been kept simple and the air tank now wears the M3 boot badge.
TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Cabrio / #BMW-M3-Cabrio-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3-E46 / #BMW-3-Series-M3 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E46
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #Scorpion exhaust system with de-cat, GruppeM carbon air intake, six-speed manual gearbox, short-shift kit
CHASSIS 9.25x18” (front) and 11.25x18” (rear) #AC-Schnitzer-Type-II-Racing three-piece wheels with 215/35 (front) and 245/35 (rear) tyres, #Air-Lift-Performance-3P air suspension, #Powerflex wishbone and anti-roll bar bushes, #K-Sport #BBK with eight-piston calipers and 365mm discs (front) and four-piston calipers and 330mm discs (rear) / #AC-Schnitzer-Type-II / #AC-Schnitzer / #Air-Lift-Performance
EXTERIOR #Laguna-Seca-Blue , smoothed front bumper, amber corner lights, gloss black front and side grilles, carbon fibre full CSL front splitter, CCFL angel eyes
INTERIOR Red Nappa leather seats and door cards, Alcantara-trimmed dash, door grab handles and centre console, #Alpine double-DIN head unit, #MB-Quart components front and rear
THANKS A massive thank-you to my family for the support and help putting it all together, Adam and Dav down at Autobahn for the fitting of many parts, Ryan at Ryandetails for the amazing job on the detailing of the paintworkStream item published successfully. Item will now be visible on your stream.
- Post is under moderationPANDEMMONIUM
Sam Huggins is a clear thinker. He wanted an E46 M3 with the UK’s first Rocket Bunny Pandem kit, he wanted it to be the only one on Squared wheels, and he made it so. It’s a hell of a way to cause a ruckus. Words: Daniel Bevis. Photos: Matt Woods.
Rocket Bunny E46 M3
Overthinking. It’s the modern curse. We have too much information available to us these days, we’re being constantly bombarded with reams of impenetrable data from all corners of the globe (not that globes have corners…), and we’re essentially spoiled for choice. We’ve reached saturation point; we don’t have time to absorb a new idea before a fresh one elbows it out of the way and starts jumping up and down yelling ‘look at me, look at me!’, and is then immediately bumped for something else. Previous generations never had to worry about this. In a world before smartphones, the internet, and all the other modern buzzwords that your grandpa still enunciates as if they’re spelled in all-caps, information arrived via word-of-mouth and the ten o’clock news.
Everything today is just too fast-paced. Okay, we know what you’re thinking: we sound like relics from a bygone age. Get with the programme, fogeys. But thankfully we’re not alone in this quasi-despair at the pace of digital evolution. Sam Huggins is on board with this antiquated way of thinking. For while his E46 M3 may feature bang-on-trend additions, he hasn’t overthought it. It exists merely as a snapshot of what he wants it to be, no more, no less.
Unpretentious, uncomplicated, and honest. “I’ve been a fan of #BMW s for about ten years,” he says. “I think they’re superior to other makes in that you can squeeze more fun out of them; in that sense they represent very good value for money.” Well, he’s on to something there. And an early sighting of a Phoenix yellow E46 M3 in a showroom was enough to light the blue touch paper for Sam. “I fell in love with it, the colour was amazing,” he enthuses. “I’ve since had an E92 M3 as well, but I came back to the E46 for this project because I decided that I preferred it.” See, there’s no mucking about here. He’s laser-guided, like the Terminator. “My first car was a Corsa,” he goes on, “but my dad wouldn’t let me modify cars at all. It was when he passed away that I started modifying, about five years ago.”
This isn’t a mercenary act of rebellion, merely a statement of fact. You’ve probably gathered by now that Sam’s a goal-oriented guy; he identifies what he wants, then he makes it happen. So it is with this M3.
“I found the car on Pistonheads,” he explains. “It was totally stock, and in mint condition, and I basically bought it because I wanted to learn to drift.” Such incendiary words are bound to reduce vast swathes of dyed-in-the-wool purists to quivering heaps of apoplectic grumbling, but he didn’t build this car for them – he was working to a checklist in his head, and the first thing on the list was the wheels.
“At the time, these were the wheels to have,” he grins. “With hindsight perhaps it would have been nice to have some custom Rotiforms built so I wouldn’t have to run spacers, but…” [he ponders reality for a moment, then the light bulb above his head re-illuminates] “…no, these are definitely the right wheels for the car. I can say that I’m the only one running on #Squared SD2s.”
They’re pretty mighty too. Forged threepiece splits with an acre of dish on the rears, artfully colour-contrasted to highlight how the inky black spokes seemingly plunge into a gigantic bowl of custard against the menacing black of the wide-hipped body. Naturally you can’t just bolt a set of 11”- wide wheels on the back of your E46 and expect everything to be sunshine and roses.
The arches won’t thank you for it. So Sam had a decision to make – how does one broaden such a car to accommodate this new-found girth? The obvious answer, it seemed to him, was to make his own body kit: “I made it and fitted it myself,” he says, “although it started cracking before too long, so I decided to do things properly and go for a Rocket Bunny Pandem kit instead. And that’s pretty sick, as it’s the only one in the UK.”
Sam was working on the car when he could over evenings and weekends, so it took around a year before the E46 rolled out on its new rims along with the exotically bulky new bodystyle, but the finished product really speaks for itself. Indeed, the choice of gloss black is a deliberately un-boisterous choice, in deference to the ostentatiousness of a lot of other Rocket Bunny cars, that makes the #M3 almost subtle. Almost, but not quite. It’s very wide and has yellow wheels, let’s not go nuts. And you’ve probably spotted the ducktail spoiler and the roof-mounted vortex generators from a Mitsubishi Evo too – this thing gets less and less subtle the more you pore over the details, it’s like a greyscale Magic Eye picture of a bullfight.
“The car was way too high for my liking, and I couldn’t afford air-ride, so I went for some budget coilovers,” he continues, ticking a further item from the mental checklist. But don’t let the word ‘budget’ fool you into thinking it’s not a considered, quality chassis: just take a peep through the wheels and you’ll spot a K-Sport big brake kit at either end, and the way Sam’s got those coilies wound before the lens gets it sitting just right here.
“I fitted a #K&N induction kit too; it only took about an hour, after I watched a tutorial on YouTube,” he says, again with a supremely focused air. “And I was thinking about doing a full race car interior, but to be honest I ran out of money at that point, so I just went with an extended shifter and a deep-dish steering wheel – all of the budget went on the exterior.” This is no hardship really, as it’s not as if the inside of an M3 is an unpleasant place to be, and that brutal exterior aesthetic really does deliver.
What we have here, then, is a nononsense car built to a specific brief with no messing about. It’s a very efficient kind of fun that fits neatly with the M3’s German roots, with just enough Japanese zaniness to pop it onto the scene’s radar and keep it there. “The Pandem kit is definitely my favourite part of the car,” says Sam. “Just look at it, it’s amazing! And being the only one in the UK, that just makes it cooler.”
He’s not wrong. And having worked methodically through his uncomplicated list of modifications, is Sam now ready to sit back and enjoy cruising around in his exotic new creation? “No, it’s for sale,” he deadpans, “I’m buying a VW Transporter.”
Aha. Okay, we wouldn’t expect him to mince words about the realities of this build. The lesson to take away is that this car was never about following the herd of listening to received wisdom – it exists solely in its own snapshot in time. And that’s a pretty rare thing these days.
“The Pandem kit is my favourite part of the car. Just look at it, it’s amazing!”
DATA FILE #Rocket-Bunny / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #Squared / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW-M3-Coupe / #BMW-M3-Coupe-E46 / #BMW-M3-Rocket-Bunny / #BMW-M3-Rocket-Bunny-E46 /
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #K&N induction, six-speed manual with short-shift
CHASSIS 9x19” ET21 (front) and 11x19” ET20 (rear) #Squared-SD2 forged three-piece wheels with 235/35 (front) and 275/30 (rear) tyres, coilovers, #K-Sport big brake kit (front and rear)
EXTERIOR Gloss black, Rocket Bunny Pandem wide-arch body kit, ducktail spoiler, Mitsubishi Evo roof-mounted vortex generators, fibreglass front wings
INTERIOR #OMP deep-dish steering wheel, extended gear shifter
“These are definitely the right wheels for the car. I’m the only one running on Squared SD2s”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationNUMBER CRUNCHING 1040whp turbo E36 M3
We see a lot of modified cars here at PBMW but a 1000hp E36 M3 is something that never fails to impress… Words: Elizabeth de Latour. Photos: Andreas Wibstad.
They say that you shouldn’t chase numbers when building a car. You should build a car that will drive well and suit your needs rather than delivering big peak power but becoming undriveable in the process. Of course, if you happen to be building a car where big power is your need, then why not aim high and punch through the 1000hp barrier? It’s the sensible thing to do.
If we told you that Ole Ivar Seem, the owner of this E36, comes from Norway you probably wouldn’t be surprised because it would seem that Scandinavians have a predisposition for building stupidly powerful cars. And, unlike those of us having to find time during evenings and weekends to work on our cars due to our 9-5s taking up the vast majority of our time, Ole works on offshore oil platforms, which means he works hard but then has plenty of time to play hard when he’s back on dry land. And play hard he does.
Funnily enough Ole says that while he’d always liked BMWs he didn’t become properly interested in them until about 2003, when Vidar Strand from V.S Motor hit 1000hp with his E34 M5. That got his attention and got him thinking about the possibilities of what could be achieved with a BMW. And judging by one of his previous projects – a 426hp Sierra Cosworth, which was featured in our ex-sister title Performance Ford back in 2003 – it was clear that unless big power could be achieved Ole wasn’t interested. Of course, his first #BMW project was never going to make anywhere near that power output, being as it was an ’1986 E30 320i, but then again Ole only bought it for a bit of winter fun and threw a few mods at it. However, it started the sequence of events that mean we’re now standing here today with his 1000hp E36 M3.
With the Cosworth sold and a lump sum burning a hole in his pocket, Ole cast his car-catching net to see what he could snag. That’s when he came across this M3. “I found the car on a BMW forum here in Norway,” he explains. “It was a virtually completed street build with lots of good parts but that looked completely stock on the outside. Initially the plan was really to run with the parts that were on it but a thought crossed my mind about building a car for Gatebil Extreme [Gatebil’s own time attack and racing series]. After driving the car for a bit back in summer 2008, I got problems with water in the oil, leaking between the pyramid rings and water channels. So the real story of the car and engine you see today started when I picked up the phone to Vidar at V.S Motor.
“The motor building began with solving the problem of water in the oil. Vidar had a separate patent which, in principle, removes the head gasket and uses rings in a special metal. Vidar also fitted new custom cams from V.S Motor, new custom V.S Motor pistons, uprated Pauter con rods built to V.S Motor’s specifications, stainless steel valves, tighter valve springs and he did a general update of the whole engine. He then put it on the dyno bench at V.S to get it mapped properly. With it running perfectly we went for a power run and it made 772hp and 723lb ft of torque at 1.3bar, but tremendous back pressure on the exhaust side prevented any more power. The problem was an exhaust manifold that was not quite optimal and a Turbonetics turbo that was completely the wrong setup. I drove the rest of the summer and next spring running this setup but I was bothered by the fact that it did not deliver optimally when I knew I could get much more from the engine.
“After a few more conversations with Vidar we agreed that he should build a new manifold and a new turbo, then test it. The engine was ready in April 2011. This tested Vidar’s patience to the limit as it’s really cramped around the engine for building a manifold. You really need a lot of space. I think someone would have to pay him a lot of money to do this again!” laughs Ole. “On test day the engine really stood up to our demands, and on E85 fuel it delivered 1039hp and 817lb ft of torque at 2.1bar. You can say we were delighted with it.” And who wouldn’t be with over 1000hp on tap? But Ole and Vidar weren’t finished with the engine just yet. “In summer of last year we found out that we were going to start with new fuel as E85 was phased out from petrol stations in Norway, so we chose to use the Ignite E98 race ethanol fuel that Vidar sells.
We counted on a power increase so in July 2015, before going to the E30 meet in Rudskogen. I went with Vidar to Jonus Racing to run the car on the dyno. After roughly four to five hours of fine-tuning, the numbers that it put down really made our eyes pop! We got 1040whp and 855lb ft wheel torque which, when converted to power at the crank, becomes 1196hp and 959lb ft at 2.2bar. It goes without saying that were extremely pleased with this outcome,” smiles Ole.
We would be too. That’s an absolutely monstrous amount of power, especially considering he’s still running the 3.0-litre S50. That works out at 399hp per litre; that’s like the E39 M5, with its 4.9-litre V8, making all of its power from a 1.0-litre engine, which is a bit mental when you break it down like that. As far as engine spec is concerned, we simply haven’t got the space to go through all of it here, just take a look at the spec list and you’ll see it’s exactly as long as you would expect it to be on a powerful engine like this. Highlights include the Precision billet 7675 turbo – such a key part of this incredible build, adjustable cam pulleys, a Tial 60mm wastegate, 4.5” downpipe, 3.5” Edgeperformance exhaust, ARP bolts, a 26-row oil cooler, custom header tank, Griffin radiator, custom 6” thick intercooler, 580lph Aeromotive lift pump, twin A1000 fuel pumps, and a set of six absolutely ridiculous 1699cc flow matched fuel injectors. All of which is really just scratching the surface. It’s as heavy-duty a build as you can imagine.
You can’t just make a 1000hp engine, stuff it into an E36 M3 and hope for the best because things would go south in a big way almost immediately. You need to put in just as much work on the transmission and chassis fronts to make sure everything works in perfect harmony. There’s no messing about when it comes to the gearbox on this car, with Ole fitting a Sellholm MPG sequential ’box made specifically for this car and combined with a Tilton 7.25” threeplate, 26 spline rally clutch and Alcon hydraulic release bearing. A 3” chromoly propshaft rated to 1500hp delivers all that turbocharged power to a modified 210 diff from a 3.2 M3 sitting on reinforced mounts, and a pair of 38mm driveshafts.
As for the suspension, well, we’ll let Ole explain: “Everything under the car is solid mounted or uses aluminium uni ball components. I run custom road coilovers from Sellholm Tuning made specifically for the weight of the car and supporting chassis mods. These include: Sellholm Tuning front and rear fully adjustable blade anti-roll bars; custom front suspension turrets and custom adjustable top mounts; Turner Motorsport aluminium bushes and rear lower control arms; and PeeBee Motorsport adjustable rear upper control arms.
“When it came to choosing the parts, Vidar knew exactly what was required, having been involved in so many builds, not to mention his racing experience. I trust him 100% and he is the man to talk to when one is stuck with ideas or problems, although these phone calls can be expensive. That’s how I ended up with the sequential gearbox!” With over 1000hp on tap, you need some seriously big brakes to haul the E36 down from the sort of speed it can achieve, and Ole hasn’t cut any corners here. Up front, eight piston K-Sport calipers have been fitted, clamping 355mm discs, while at the rear sit six-pot calipers with 330mm discs and EBC’s BlueStuff track day pads have been fitted all-round. Wheel choice was guided by necessity rather than aesthetics, as you’d expect on a build like this. “The choice of rims came after lots of searching on forums and chatting with acquaintances in the racing world. To make most of the rubber on the ground, without extending the arches or anything like that, the wheels had to be lightweight, withstand a lot punishment and with widths matching the chassis. I chose the Apex EC-7 as there were really no other wheels that matched the car. They fitted well with the look that I had in mind for the car.”
The tough, lightweight wheels measure 9x18” up front and 9.5x18” at the rear and are mounted on the car via a set of NMS Racing 75mm studs.
Just by glancing at the outside of this E36 you’d really be hard pressed to tell what’s going on beneath the surface as Ole has kept everything looking extremely stock. “My goal has always been to retain the original lines that I like so much,” he says. “Generally original but sassy, a look with a little more muscle. There’s a fully removable carbon bonnet, a carbon sunroof blank and the only change to the body itself is that the rear wheel arches have been rolled.”
Of course, the interior is another matter entirely and there was only ever going to be one direction to take it in. “The choice was easy,” says Ole. “It should be for racing! It had to be as light as possible and, ideally, with parts that no one else in Norway or Europe had tried before. Plenty of time went into building the roll-cage, which was done by a colleague and myself with Vidar providing all the technical information. It is made from about 80 metres of chromoly 4130 tubes and has been built down towards the chassis to really get it rigid, to the suspension turrets, to the diff and many other reinforcements against the chassis, which you can’t see in the pictures. In reality it is a tubular frame inside the car.”
Beyond that there’s a QSP steering wheel mounted on a Sparco Group N quick-release steering boss, Cobra Suzuka seats with six-point harnesses and a Racepak UDX data logger dash with auxiliary Autometer gauges. To keep things as light as possible, the car has been fitted with ACM carbon fibre doorcards and even a carbon firewall, carbon dash and carbon centre console while the boot is home to fuel system, with a 60-litre Aeromotive aluminium fuel cell and aluminium swirl pot.
After a hell of a lot of planning and almost seven years of work, it’s unsurprising that the end result was so damn spectacular.
What is surprising, though, is that Ole sold the car not long ago but, he says, it’s gone to a man who really knows what he’s doing so it’s in good hands and will be used as intended by its new owner.
So, what’s next for Ole? Time to give up the modifying game and relax with pipe and slippers watching gardening programmes? In a word, no. “I already have plans going around in my brain but one thing is for sure, it gets wilder!” he exclaims. “This car will probably take a few years to finish. And I have a problem: I’m never satisfied until I have spent a lot of time on everything from planning to execution, so those who wait will see. The rest is a huge secret,” he adds with a grin. We’re instantly as excited as he is. Judging by his track record, it’s going to be something special.
Interior is slathered in sexy carbon panels.
Apex EC-7 wheels were chosen as they’re light and tough; massive eight-pot K-Sport calipers sit up front with six-pots at the rear.
That’s what you need for 1000hp. S50B30 has been fully built and features massive Precision 7675 turbo.
“My goal has always been to retain the original lines I like so much”
TECHNICAL DATA FILE Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #S50B30 / #S50 / #BMW-S50 / #V.S-Motor / #BMW-3-Series-Coupe-E36 / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series / #Precision / #Precision-7675-turbo / #Autronic / #Sellholm / #Aeromotive / #BMW-M3-V.S-Motor / #BMW-M3-V.S-Motor-E36 / #Pauter-Motorsport /
ENGINE 3.0-litre straight-six #S50B30, #Autronic-SM4 , MSD coil packs, #Autronic boost solenoid, V.S Motor custom exhaust manifold, #Precision-billet-7675-turbo , Edgeperformance Vanos block-off kit, adjustable cam pulleys, Tial 60mm wastegate, V.S Motor 4.5” downpipe, Edgeperformance 3.5” stainless steel exhaust, #Tial 50mm BOV, #ARP bolts throughout, Pauter Motorsport H-rods, V.S Motor spec valve springs, V.S Motor spec custom cams, JE custom pistons built to V.S Motor spec, original intake manifold modified for forced induction, Samco intake hose, head and block modified to remove head gasket, special head gasket replacement rings designed by V.S Motor, Turner Motorsport oil cooler hoses, Earl’s 26-row oil cooler, #GS-Performance oil distribution block, #Griffin aluminium radiator, AN-20 fittings, custom header tank, custom three-litre oil catch tank with AN-16 fittings, 2x12” Flex-a-Lite fans, V.S Motor design Precision bespoke 6” thick intercooler, Aeromotive fuel pressure regulator, 19-row Ethanol cooler with 10” fan, Edgeperformance fuel rail, 6x flow matched 1699cc E85 injectors, VEMS wide band lambda sensor and EGT
POWER AND TORQUE 1040whp and 855lb ft wheel torque at 2.2bar
TRANSMISSION #Sellholm-MPG sequential gearbox, #Tilton 7.25” three-plate 26-spline rally clutch, #Alcon hydraulic release bearing, 1500hp 3” chromoly custom propshaft, M3 3.2 210 diff modified by V.S Motor, 38mm drive shafts, reinforced diff mounts and suspension attached to roll-cage, Omega gearbox/diff oil
CHASSIS 9x18” (front) and 9.5x18” (rear) #Apex-EC-7 wheels with 255/35 (front) and 265/35 (rear) #Nankang Sportnex NS-2R tyres mounted on 75mm #NMS-Racing studs, custom Sellholm asphalt coilovers, #Sellholm adjustable suspension turrets, custom top mounts, Sellholm fully adjustable blade anti-roll bars (front and rear), Turner Motorsport aluminium trailing arm bushes, aluminium front control arm bushes, #PeeBee-Motorsport adjustable upper rear control arms, #Turner-Motorsport adjustable lower rear control arms, aluminium diff bushes, K-Sport eight-piston calipers with 355x32mm discs (front), #K-Sport six-piston calipers with 330x32mm discs (rear), #EBC BlueStuff pads (front and rear)
EXTERIOR Removable ACM carbon race bonnet, carbon sunroof blank, rear arches rolled
INTERIOR Full chromoly 4130 roll-cage connected to suspension turrets, diff and throughout the chassis, QSP steering wheel with #Sparco Group N quick-release steering wheel boss, OBP pedalbox, Sellholm hydraulic handbrake, Cobra Suzuka seats with six-point 3” harnesses, Racepak UDX dash data logger, Autometer Sport-Comp gauges for oil pressure, oil temperature, boost pressure, fuel level and water temperature, OMP 4.24-litre central fire extinguisher, ACM carbon doorcards, carbon fibre firewall, complete carbon dash and carbon DTM centre console, Fibervac carbon panels, 580lph Aeromotive SS series lift pump, 2x Aeromotive A1000 fuel pumps, Aeromotive fuel filter/holder, Aeromotive 60-litre aluminium fuel cell, aluminium swirl pot, Earl’s fittings and hoses
THANKS An extremely big thanks to Vidar Strand at V.S Motor, without him this car would not have been possible, he has always been cheerful and helpful no matter what time I’ve called. Thanks also to Robin, Kay Ove, Stig P, Kurt Magnar, Kjell Inge, Jørgen, Terje, and Thomas at EdgeperformanceStream item published successfully. Item will now be visible on your stream.
- Post is under moderationFAMILY JEWELS / #2015
As first cars go, a V8-powered #BMW-E30 / #BMW-M3-E30 rep that you built with your dad is a pretty good start to your motoring life. Believe it or not, this is Daniel Larsson’s first car, purchased when he was just 13. Today, having picked ‘M3’, ‘V8’ and ‘brown’ out the buzzword bag, he and his father have created something brilliantly unique… Words: Daniel Bevis /// Photos: Patrik Karlsson
The idea of building a car in tribute or homage to another is a tricky and potentially troubling one. Look at the Ford GT40, for example, or the AC Cobra – these are iconic, revered and widely beloved motors with instantly recognisable silhouettes, race provenance in spades, and hordes of borderline-obsessive fans who would genuinely consider chopping in their own blood relatives in part exchange for a true example of the breed. They’re ethereal and, for most, unobtainable things – and, as such, countless replicas exist. Some of them are precise re-creations, built by craftsmen who’ve remained faithful to the original specs, are insistent on only using the materials and tolerances that would have been employed in period, and want to own something as close to the original as possible. Others, conversely, are thrown together for a few grand, on a Cortina chassis with a tired Pinto shoving the wonky fibreglass panels down the road. It’s a mixed bag, to say the least. That’s not to devalue the kit car genre of course, merely to highlight certain differences in perspective.
The point of all of this is that we’re not looking at a genuine E30 M3 here. This will be cheery news to the purists among you… although we’re guessing there aren’t many, as the modified M3s we’ve featured before (of which we’ve lost count, it’s a competitive game) have always been so well received. But anyway, this particular E30 rolled out of the factory as a humble 318i, and it’s taken its owner Daniel Larsson, along with his father Anders, a lot of effort, research, and tenacity to get it to this finished state. You see, turning a cooking E30 into an M3 replica isn’t simply a case of bolting on a new set of arches; while the trademark motorsport-bred box arches are very much a defining feature of the body, it’s a fairly welldocumented fact that the M3 didn’t share a lot of panels with the lesser models – while the basic shell was shared, the M3 had a dozen different panels designed to optimise airflow and help it cut through the air like a buttered lark, with pretty much just the bonnet and roof being carried over. The Larssons, then, took a holistic approach to getting the job done right.
But let’s begin at the beginning, shall we? “My dad bought this car as a 318i when I was 13 years old,” says Daniel, taking it back to the old school with aplomb (yes, if you follow that thought process to its logical conclusion, you’ll arrive at the fact that this is his first car. And there’s not a lot of folk who can boast as cool a first car as this…). “The idea was always that we’d build my first car together, and the initial plan was to make a sort of M3 replica in fibreglass.”
However, we all know how easily these plans can spiral out of control, and it wasn’t long before the eager Swedish duo were sizing up a set of genuine steel M3 wings – after all, if you’re going to do it, you might as well do it properly. And the obsession with authenticity snowballed from there. “My dad’s a perfectionist, and it’s easier to get everything to line up properly if you’re starting with the genuine wings,” Daniel reasons. With the perfect fit achieved, the blistered haunches were soon augmented by topnotch fibreglass M3 bumpers at either end, along with the side-skirts to suit. The tail end received a lot of work too, as the genuine M3s had a re-angled rear window, again for aerodynamic purposes. You’ll note that the angle is correct on this car, the shiny brown C-pillars here neatly flow into the boot just as they’re supposed to – and that’s a genuine M3 spoiler too, sitting atop a perfect fibreglass interpretation of the classic raised M3 bootlid.
In a roundabout sort of way, it was always going to be a logical move for this build to get elbows-deep in the shell and start replacing things left, right and centre. “The car looked to be in pretty good shape when we first got it, although the more we tore it down the more rust we found in the classic E30 places,” Daniel recalls. Reason enough for an M3 tribute then, right? “When he started looking for a car for me, my dad’s initial plan was to find a solid car with a sunroof (which pretty much all M3s had, and that helped the project idea along!), a leather interior and a small engine so I could afford to insure it when I reached 18.” But once again we find a fairly significant deviation from the plan: you’ve almost certainly noticed that there’s a V8 in there, and that’s neither a small engine nor an M3 engine. That’s an idea that came way out of left-field. “In my childhood it was The Fast And The Furious that inspired me and made me want to build something cool, so I just wanted big spoilers for the car at first – I was 15! – and from there we customised an aftermarket body kit; it wasn’t until later that, older and wiser, we got a little more tasteful with it and went for the OEM M3 style. And then we started thinking about the engine…”
Just for a minute, let’s play a little game of six-degrees-of-separation. How do we get from the GT40 and the Cobra we were thinking about back there in the opening paragraph to the Larssons’ E30? Well, those two blue-chip classics were powered by highly-tuned Ford V8s, of course. So was another contemporary dream car, the De Tomaso Mangusta (whose name, incidentally, meaning ‘Mongoose’, was so chosen because mongooses eat cobras – another link to our opener there). De Tomaso went on to make a model called the Guarà in the 1990s, which was powered by a BMW M60B40 V8. And that’s the engine that we find sitting in this E30. There you go, we did it in just three steps.
“I wanted a V8 because I love the sound,” Daniel grins. “And the advantage of a bigcapacity engine is that you get a lot of unstressed power from it in stock form, so it won’t be breaking down all the time.” It also helps, naturally, that the process of fitting an M60 into an E30 is a pretty well-trodden path; not common by any means, but certainly something that’s been done before, so there’s plenty of advice to be sought online, and all sorts of shared wisdom on which are the optimal parts to make the whole thing work happily. It’s worth noting too that the M60 was designed with lightness in mind; it’s not the case that Daniel and Anders have slung a boat anchor in the nose of the 3 Series and cocked up the weight balance, because this particular V8 features an aluminium block and cylinder heads, as well as a plastic intake manifold – so the guys were free to revel in all of that extra horsepower without having to compromise on weight or wonky dynamics. They’ve gone all-out to make a feature of the engine too – the bay has been shaved, smoothed and wire-tucked to make the mighty bent-eight even more prominent, while the motor itself enjoys gold accents to complement the oh-so-retro brown. Oh, and what a magnificent shade it is!
BMW’s own Marrakesh brown is the sort of colour you can imagine Oompa-Loompas swimming in, all gloopy and cocoa-rich. It’s a shade you’d usually find on an X1 or possibly X6, although certain brave enthusiasts have bought into the old-school appeal of the hue and slathered it across E9x 3 Series, 1Ms and all sorts. There really should be more brown cars in the world, and Daniel’s M3 rep rocks the look far better than the phrase ‘brown E30’ might suggest. It also serves to really irritate the stuffy pipe-smokers of the concours world: jamming ‘E30 M3’, ‘V8’ and ‘brown’ into the same title is enough to see a few monocles clattering to the floor, but it really does make for a compelling combo. See, it pays to think outside of the proverbial box.
“People tend to like it, I think,” says Daniel, somewhat guardedly. “If you’re out driving and someone gives you a thumbs-up, or you see them rotating their head through 360 degrees like an owl as you drive past, that’s probably a good sign.” But, of course, winning respect was never the point of this build: it was about Daniel and his father building a car together, and the finished product is far greater than that Fast and Furious-obsessed teenager could have ever envisaged. “The car gets a lot of compliments, and it has won some trophies at big shows as well as local meets, but we built it to be driven really. I drive it as much as I can – seeing friends, taking it on holiday, even using it on track.” And it’s the latter that must surely be the most jarring for any onlookers – a brown M3 is strange enough, but one this clean being used in anger, with the bellow of a V8? Well, you’re only young once, right? No point building a car just to stand in the background polishing the thing, there’s a world of race heritage to live up to. Why not raise a few eyebrows and take a few scalps?
As tributes go, this E30 represents a modern, offbeat take on the M3 with a number of retro cues stirred in for good measure: the quest for authenticity has resulted in a bona fide homologation-model look, while the saccharine brown harks back to the 1970s and beyond. Conversely, the chassis is bang up to date, and that engine? You can’t argue with 280-odd horses and a rumble that shakes the Tarmac. It has taken countless hours in the garage to get the car this way, but Daniel and Anders cherish every late night, every blackened thumb, every moment of the father-and-son bonding experience. Some families do puzzles together. Some go sailing. Some play football. The Larssons? Well, they sketch out their dreams, then use power tools to turn them into real, tangible things. And if E30s like this are the result of such ambition, that’s something to be seriously encouraged.
Outside and engine bay get all the attention, but the interior’s not been forgotten about, with E36 M3 Vader seats and custom black headlining.
“The car gets a lot of compliments and has won trophies at big shows but we built it to be driven”
TECHNICAL DATA FILE #BMW-E30-V8 /// #BMW-E30-V8-M60B40 /// #BMW-E30-M60
ENGINE & TRANSMISSION 4.0-litre V8 #M60B40 / #M60 , gold detailing, smoothed bay, five-speed manual #ZF gearbox
CHASSIS 7.5x17” (front) and 8.5x17” (rear) #Lenso BSX wheels with Hankook Ventus V12 tyres, #K-Sport Street coilovers, #Brembo four-pots (front) with 305x28mm discs, E30 325i brakes (rear)
EXTERIOR Resprayed in #BMW Marrakesh brown, genuine M3 wings, fibreglass front and rear bumpers, side skirts, C-pillars and bootlid, genuine #BMW-M3 boot spoiler, angel eyes
INTERIOR E36 M3 Vader seats, M Tech II steering wheel, custom audio, custom black headlining
THANKS Special thanks to my dad, Anders Larsson, who did this project with me, he’s the best! Also thanks to Speeding.nu and Bakaxeldelar.se
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