- Post is under moderationPOWER HUNGRY
The M3 is certainly a powerful car, but this supercharged E90 takes things to another level… Words: Elizabeth de Latour. Photos: Matt Petrie.
Supercharged E90 M3
When it comes to the E9x M3 we, like a lot of you out there, would likely go for the E92 if given the choice, as the Coupé is arguably the sleeker and sexier car of the two. However, there are plenty of good reasons to opt for the four-door. For starters, if you’re in the family way or are simply looking for greater levels of practicality when it comes to transporting human cargo, the saloon offers up five seats to the coupé’s four.
If you’re not interested in ferrying people about and are more interested in the driving experience then we’d cite the words of one of the #BMW M Fascination Nordschleife instructors we spoke to whilst taking part in the event who, when quizzed as to why he wasn’t driving an E92 M3 Coupé like the rest of us, informed us that the shorter saloon changed direction more quickly, felt stiffer and was better to drive on the track than the E92. His words, not ours. Of course, both cars are as capable as each other but don’t let any of your E92-owning buddies ever talk down to you for having four doors on your M3.
We can’t imagine that’s something that ever happens to Islam ‘Izzy’ Gohar because he’s got an E90 M3 with a supercharger on it, but then again that’s exactly the sort of car you’d expect from the owner of IMG Motorsport, purveyor of some of the finest performance parts you can buy, and someone who has been driving and modifying BMWs since the age of 16. “My first BMW was gifted to me by my parents at the age of 16, having accomplished the required grades to get into engineering school in Europe. It was more than I could handle at that age but I was lucky to attend multiple driving schools where I learned a lot about car control and more.
“The car didn’t last long in its stock form. It was tuned and lowered right away and then a full exhaust system was added to complete my first toy. When I moved to the States in early 2000 after college, I purchased a low mileage E36 M3 from a close friend. The car was a ’99 in Titanium silver over a black leather Vader interior, and had 30k miles on it along with some mods which kept me tame for a couple of months.
“In 2002 I was introduced to Corry Prime by a couple of friends; Corry happened to be (and still is) one of the top three techs for BMW North America and also a race car instructor. We became friends and he helped me get my new baby to where it needed to be, and more. He didn’t just work on the car, he explained everything in depth and advised what to buy and use. I paid good attention to my teacher and learned a lot from him and still do to this day. He built me an amazing M3, which I still own and I started doing track events and fell more in love with my journey with BMW.”
The E36 served as both daily driver and track beast for many years until Izzy decided he fancied a newer BMW, an M3 specifically. However, the long waiting list put him off so he instead purchased a brand-new 135i, which was quickly modified and just as quickly written off by his boss’s son.
This was unfortunate for sure, but it was clearly a sign that it was about time to have another go at getting his hands on an M3. “I went out looking for an E90 M3 and ended up taking over someone’s lease. It took a while to find what I wanted; a slicktop (no sunroof) with no folding rear seats and a six-speed manual in Interlagos blue. When I did find the right car, I closed the deal right away. It had 9k miles on it and was in a very clean condition.” Not only did Izzy start modifying the car straight away, he started buying parts while the car was in transit from Ohio to its new home, some 600-odd miles away in Connecticut, so when it arrived it went straight to Corry. “I’d ordered an Xpipe, exhaust, intake, lowering springs, short shift kit and a tune and Corry had the parts on over the space of a weekend.”
A solid start to any project, and enough to tide most owners over for a while, but Izzy is clearly a guy who doesn’t beat about the bush. “Corry and I soon starting discussing power upgrades. Initially we wanted a stroker built motor but the price and gains didn’t justify it,” he says, “so instead we went for an ESS Supercharger kit and once that was on the car it stayed like that for two years, until it hit 50,000 miles. Then it was time to start pushing the limits,” grins Izzy, and he’s not kidding…
“First up, Corry pulled the engine out and we contacted Mahle Motorsports for custom lower compression pistons, which took eight weeks to build, and at the same time Carrillo rods were also ordered. As soon as the pistons were received, the block was sent to Dinan Engineering out in CA for boring and honing; when everything came back assembly didn’t take more than two weeks with Corry assembling a custom fuel delivery return system, though it took quite some time to get the proper fuel pressure needed for the added power.
“In its first dyno session, running on a custom tune by Asborn ‘AJ’ from ESS Tuning, the car put down 666whp at 12- 13psi.” This is certainly a devilishly good power figure and an impressive increase over what even the most powerful off-the-shelf ESS kit is able to produce. “I was very happy with the power level for a little while but I hurt the motor at an event which I wasn’t prepared for.” Another unfortunate event but naturally if something breaks then that gives you an excuse to do some more modifying so obviously there was only one option…
“At that point we decided to push for more power,” says Izzy, matter-of-factly, “so Corry pulled the engine out and started tearing it apart and inspecting everything. He found one damaged piston due to a bad batch of gas from a no-name petrol station, so we ordered larger diameter pistons from Mahle and sent the block back to Dinan for a second round of boring and honing. At the same time, we sent the cylinder heads to L&M Racing in PA.
Michael, the owner, is a great friend and he got on the heads right away for porting and polishing so the engine could breathe better. Custom valve springs were used to handle 8800rpm. We also sent him the pistons, rods, and crank for balancing the rotating assembly for smoothness and reliability. Everything came in and Corry started assembly and after a week, the motor was ready to go in the car.
“At the same time as all the engine work we decided to add KW V1 coilovers and ditch the lowering springs as well as adding a Brembo Gran Turismo big brake kit with yellow calipers all-round, six-pots up front and four-pots at the rear and 380mm slotted discs all-round. Everything went in smoothly and once the car was back on the road I took it to P1 Motorcars where it made 740whp on the company’s Dynojet dyno.”
Now, that is a vast amount of power, way more than anyone could ever need and probably approaching the limits of what most sane people would actually want but Izzy wasn’t done just yet: “The engine felt like it had more in it so I reached out to Nick and Steve at American Racing Headers and they decided to develop a set of long tube headers for my car, mated to a 3” cat-less resonated X-pipe and an Awron gauge was installed to monitor AFR at all times. Nick installed the headers at his shop at no charge, and the car then went back on the rollers where it put down 785whp and 550lb ft at the wheels, at 13psi on ‘medium boost’.
That makes it the highest horsepower E9x M3 to this day. I’ll eventually turn the boost up once the record is broken by another one,” and he’s not even joking. Considering just how much power this M3 is pushing out (almost 900hp at the crank) it’s a car we’d consider to be pretty darn stealthy from the outside, and yes we have seen the wheels, thanks very much. They’re rather gorgeous Volk TE37s, 9.5x18s up front and beefy 10.5x18s at the back, the fronts barely able to contain those vast six-pot Brembo front calipers, with one of the six-spokes on each wheel sporting the Volk Racing logo on a bright yellow background that matches both the brakes and the intake plenum of the ESS supercharger kit.
“I chose the Volks because of their perfect offset, build quality, and weight; they are forged which makes them very strong – extremely necessary for our bad tri-state roads,” explains Izzy and the fact that they’re also such a good-looking wheel certainly doesn’t do them any harm.
The exterior styling additions amount to no more than a Just M Performance carbon fibre rear spoiler, carbon fibre diffuser and a set of Euro rear lights, while the interior has been treated to an M Performance flat-bottom steering wheel and custom Alcantara-wrapped trim with yellow stitching, tying in perfectly with the yellow elements that appear throughout the car.
Having built such an incredible powerhouse of an M3, Izzy isn’t about to let it go and based on his list of planned modifications it sounds like this E90 will be joining his E36 as a permanent fixture in his collection. “I’m going to add a RKP carbon fibre roof, KW V3 coilovers, AlekShop solid subframe bushes, leather Recaro Sportster CS seats with yellow stitching, Alcantara headlining and I also want to get the car resprayed.”
With those mods done and with an M4 GTS and F10 M5 also on the shopping list, we’d wager that the E90 M3 will retire for as long as it takes for someone to break Izzy’s dyno record. And lord help anyone who does because that’s when he’s going to bring the M3 back, crank up the boost and who knows what’s going to happen then…
Inside, yellow stitching matches the other yellow highlights and there’s an M Performance steering wheel.
There are plenty of yellow highlights on this E90, but the ESS plenum is the biggest and yellowest.
“When I did find the right car I closed the deal right away”
DATA FILE Supercharged #E90 M3 / #BMW-S65 / #S65B40 / #S65 / #L&M-Racing / #S65-Supercharger / #Dinan / #BMW-M3 / #BMW-M3-E90 / #V8 / #BMW-3-Series / #BMW-3-Series-Sedan-E90 / #BMW-3-Series-E90 /
ENGINE AND TRANSMISSION 4.0-litre V8 S65B40 , L&M Racing ported and polished heads, custom valve springs, #Mahle-Motorsports pistons, #Carrillo rods, block bored and honed by #Dinan , #ESS-Supercharger kit, American Racing Headers long tube headers, 3" cat-less resonated midsection, #Akrapovic axle back exhaust with carbon tips, six-speed manual gearbox
POWER AND TORQUE 785whp and 550lb ft wtq at 13psi
CHASSIS 9.5x18” (front) and 10.5x18” (rear) #Volk-TE37-SL forged wheels with 265/35 (front) and 295/35 (rear) Continental ExtremeContact DW tyres, #KW-V1 coilovers, #Brembo-Gran-Turismo-BBK with six-pot calipers (front), four-pot calipers (rear) and 380mm slotted discs (front and rear)
EXTERIOR Just M performance carbon fibre boot lip spoiler, Euro rear lights, carbon fibre rear diffuser
INTERIOR M Performance V1 flat bottom steering wheel, Alcantara dash trim with yellow stitchingStream item published successfully. Item will now be visible on your stream.
- Post is under moderationPUNK ROCK Words and photos: Jon Cass
/ #VW-Golf-II / #VW-Golf-Mk2 / #Volkswagen-Golf-Mk2 / #Volkswagen-Golf-Syncro-II / #Volkswagen / #VW-Golf / #VW-Golf-Syncro-Mk2 / #VW-Golf-Syncro-II / #VW-Typ-1G / #VW-Typ-19E / #Volkswagen-Golf-Typ-19E / #Volkswagen-Golf-II / #VW-Golf-Syncro-II / #VW-Golf-Syncro / #Volkswagen-Golf-Syncro-Mk2 / #Volkswagen-Golf-Syncro-R32-Mk2 / #2016 / #VW / #VW-Golf / #Volkswagen-Golf
PE teacher Chris Perry might be in his mid-50s, but he is still very much young at heart as his Fiat Punk grey #VW-Golf-Mk2-Syncro proves. It’s timeless on the outside and bang up to date underneath.
This magazine has been around for two decades now and to those that remember it at the beginning, that’s a scary thought! The target audience has always been varied, but more often than not, the feature car owners tend to be amongst the more youthful generations.
Now, Chris Perry, being a PE teacher by profession is a youthful 56, but he obviously still possesses an eye for a cool car as his awesome R32-engined Mk2 Syncro proves only too well. Also, being in his 50s he’s seen the huge changes in the custom car scene over the last five decades that many of us won’t remember… oh and he has cheaper insurance!
We’ll start with some name dropping on a notable scale though: “I lived in Lebanon when I was younger,” Chris recalls, “I went to the same school as Dom Joly and the Bin Ladens in the mountains overlooking Beirut. The streets back then were full of old American cars with fins and rocket ship styling and you couldn’t fail to notice them.”
By his teens, Chris had moved to the UK. This was a time of epic movies such as American Graffiti and California Kid, where the cars are now remembered better than the characters. All this, combined with a plethora of modified model cars, custom car mags and family friends who owned a ’67 Camaro and a GT500 Mustang along with a Yank custom van would set Chris’ lifelong passion for modified cars in stone. “My dad also came from an engineering background so he was always a great source of inspiration and practical advice as he worked on his own cars,” Chris adds.
Before he’d even learnt to drive, Chris had bought his first project: a sit up and beg Ford Pop he used to spy parked up each day he walked home from school. “I bought what is now rare Aquaplane speed equipment to fit to the flathead engine and a Bellamy front end to convert the beam axle to semi independent,” Chris recalls, “but before I had chance to fit it, my friend Steve put up his modified 100E for sale, I had to have it so the Pop became the first of many abandoned projects which for one reason or another I ended up selling.”
A selection of modified Minis followed, then another 100E, this time with a 5.2 V8, a racespec MGB Roadster, a ’59 Impala and a Rover V8-powered Opel T Bucket. Hell, Chris could have held his own credible custom car show had these all been in his collection today!
Fast forward to the hot hatch era when everyone wanted a GTI, and Chris’ attention moved towards Mk2 Golfs, though his first was a lowly 1.3-litre three-door with faded paint and a damp interior: “It made a great cheap runabout while I spent most of my funds on yet another Ford Pop project,” Chris laughs. A Helios blue 1.8GL came next followed by a J-reg big bumper three-door GTI, which actually turned out to be a B-reg in disguise. Yes, those were the days when Golfs were made to look newer than they were. How things have changed!
Despite its dubious history, it served Chris well as did the black Mk2 GTI which came next, bought with various faults from a dodgy dealer, but once sorted turned out to be a decent car!
Meanwhile, the final Pop project with its Dodge V8, Jag rear axle and custom suspension was finally complete, though a house move led to this being sold in the States where Pop prices were at another level.
“The house move and restoration were taking up a lot of my cash and attention, but I still had a hankering for another Mk2 GTI,” Chris remembers, “this next one would be VR6- powered and although slightly nose heavy, the sound and performance made it a great overall package.” By now, Chris had become a selftaught expert in Mk2s, as you may expect after owning and rebuilding so many, but he had begun to notice a significant number of the more capable higher-power cars were of 4WD layout. Before long, a white five-door Syncro with Rallye running gear advertised in a neighbouring village had made it on to his drive, and the VR6 was duly despatched to a grateful new owner in Scotland.
“The Syncro was really good fun to drive, but the colour, the five-door layout and an engine that chewed a piston on the M69 sealed its fate,” Chris remembers. “After a long delay replacing the engine and repairing a rusty floorpan, the white Mk2 found a new home in the North East.” The big bhp Syncro bug had by now bitten, though Chris was adamant its replacement would have three-doors, but not centre around a Rallye shell as he wasn’t so keen on the boxy arches.
No sooner had he located a mint three-door GTI shell with fresh paint that he immediately booked in for it to be surgically enhanced. As luck would have it, a rare three-door G60 Syncro shell came up for grabs in York. “Shells of this spec hardly ever come up for sale, so I put a deposit down straight away and collected it from York,” Chris explains. “It had been imported years ago by a fastidious enthusiast before being sold to the last owner who’d had it laid up for three years minus engine and ’box. He’d planned a similar conversion to myself, but for personal reasons had to sell.”
Initially, Chris planned a relatively simple 20vT conversion with Rallye running gear, he’d even purchased a TT Quattro Sport engine and Rallye rear diff to put inside, but the untidy look of many 20vT installations and his love for a decluttered bay such as those built by the likes of Troy Trepannier and Chris Foose made Chris want to take the project further: “Seeing a beautiful cream Mk2 with R32 transplant and smoothed bay on VWVortex sealed it for me,” Chris recalls. “I knew it had to have a Mk5 R32 and if the bay was being repainted it made sense to repaint the whole car in a colour of my choice.” And if he was to go to this extent, then his preferred small bumper look and a RHD conversion made sense too. Then there was that redundant dash from the TT Quattro Sport which also needed a new home.
Although Chris had been happy to create his previous projects from start to finish himself, a demanding lifestyle, lack of garage and growing family led to the decision to have the necessary major work undertaken by a specialist. “I did a lot of research and read loads of reviews, but I wasn’t overjoyed by the quality of work carried out by the first specialist I used,” Chris remembers. “Some of the work had been done well, but then other areas had been bodged, such as the engine cover rubbing on the underside of the bonnet, remedied by tilting the R32 lump on a stack of washers positioned on top of the rear engine mount, consequently putting unwanted strain on the front mount.” Not ideal then, and its handiwork seemed to be taking an age too. So Chris decided to take the partly completed project to Matt at Dub Unit in Tamworth, where correct Vibra-Technics engine mounts were fitted and other imperfections ironed out. Chris’ chosen colour is a very retro Fiat 500 Punk grey which suits the 80s small bumper Mk2 styling perfectly, all applied including the underside after a full windows-out bare metal prep.
Look closely and you’ll see that all unwanted holes have been welded up, the badges and trim have been removed and Audi 80 door handles have been neatly blended in. The battery and windscreen washer bottle have been relocated to the boot to free up more engine bay space and as much wiring and plumbing as possible is hidden out of sight. The seven-slat grille is both simple and stylish and the rear end has lost its badges, lock and towing eye. The custom rain tray up front made from a combination of LHD and RHD halves plastic welded together is another addition only die-hard Mk2 fans would notice.
The engine itself centres around a lowmileage, hand-painted and detailed R32 unit running OEM management and fitted with a Mk4 engine cover, while the heat-wrapped six-branch exhaust manifold is mounted on to a modified and powdercoated Corrado VR6 subframe. The custom exhaust is now routed properly and finished in the style Chris always wanted thanks to Custom Chrome in Nuneaton.
An abandoned 4WD Mk2 project gave up its rebuilt VR6 Syncro gearbox, which was fitted with a new clutch and a matching VR6 Syncro rear diff that was refurbished and painted. The fuel pump and petrol tank were removed, renovated and all new fuel lines have been run, whilst the tank was refitted with stainless steel straps. All suspension and steering components were then removed, renewed, polybushed and either painted or powdercoated in satin black. To help cope with the extra grunt from the R32, the brakes were then uprated with Audi S2 twinpot calipers on the front and Mk3 calipers on the rear with a matching larger master cylinder, servo and new Zimmerman discs fitted all-round along with stainless flexi hoses.
To improve the handling and ride height, Chris chose a set of KW V1 coilovers, while his wheel choice retains the classic, uncluttered look in keeping with the remainder of the car.
These are none other than Audi A8 winter wheels, similar in design to those fitted to the Golf Country: “I saw a set on a very low white Mk2 and thought they looked just right,” Chris explains. “I located this set in Yorkshire.” Once welded and redrilled to fit their new hubs, the A8 winters were sent off to Rainbow polishing in Birmingham to complete their shiny effect.
Attention then turned to the interior where the cabin and boot floor were fully dynamatted before the TT’s dash with fully working climate control and TT pedals could be installed and all original carpeting and sound deadening refitted.
Rare plastic Mk2 doorcards have been skilfully shaped to fit around the TT’s dash, while a custom aluminium golf ball gear knob sits on top of the stubby gearstick. With so much power to play with, Chris opted for more supportive seats, the front pair arriving courtesy of a low mileage Carerra that had been inserted into a lamp post.
Meanwhile the standard steering wheel was upgraded to a Momo, offering a sportier feel. Since its completion, Chris has unsurprisingly enjoyed driving his R32 Syncro and loves the attention it receives, especially once the bonnet is opened to reveal all, that’s if they fail to notice the TT dash first! “In hindsight maybe I should have future-proofed the car by fitting a Haldex rear end as the new owner may want to take the forced induction route to have even more fun,” Chris smiles. By mentioning the words ‘new owner’, you’ve probably already guessed Chris’ R32 is up for grabs: “Although I have this one for sale, I fully intend to modify a few more cars yet,” he laughs. “At 56 I’m probably considered too old for the modified VW community but I cannot ever see myself not wanting to drive a modified car as I enjoy driving something different from the norm or, better still, something that is much faster than it looks and would like to own a hot rod again one day.”
Just like the Ford Pops he was into in the ’70s during his late teens, the Syncro is a 25-year-old body shape fitted with a large engine and more modern suspension, uprated brakes and a custom interior. It just has the advantage of power assisted steering, climate control and four-wheel drive! By that, you could say Chris’ Mk2 is a bit of modern day hot rod then.
ENGINE: Mk5 #R32 engine, OEM management, six-branch exhaust, Mk4 R32 engine cover, cone filter, #Vibra-Technics engine/gearbox mounts, BMW E45 radiator with integral header tank, Spal fan, twin-box stainless steel exhaust, battery and washer bottle relocated to boot VR6 Syncro gearbox, new clutch, VR6 Corrado front subframe, OEM driveshafts, propshaft and rear beam with VR6 Syncro diff.
CHASSIS: #KW / #KW-V1 coilovers, Audi S2 front brakes and master cylinder, Mk3 Golf rear brakes, new OEM handbrake cables, brake and fuel pipes, polished Audi A8 winter wheels redrilled for Mk2 hubs, 195/40/16 Continental tyres.
EXTERIOR: 1990 Mk2 three-door G60 #Syncro shell, Fiat 500 Punk grey paint, new OEM front wings, arches rolled, side repeaters, roof aerial, rubbing strips, rear tow eye, rear wash wipe, rear badges and boot lock deleted, Audi 80 chrome metal door handles, new OEM chrome strip bumpers, single light seven-slat grille with OEM black badge, custom rain tray from plastic welded LHD and RHD spec repainted, new tinted glass, new OEM lights.
INTERIOR: Audi TT dashboard with climate control, Porsche Carrera front seats, TT pedals. Momo steering wheel, Mk2 plastic doorcards shaped around TT dash.
SHOUT: My long suffering wife Melanie, Matt and Dale at the Dub Unit, Greg Howell at Southam Bodyworks, Tim at True Paintworks, Vince at Stealth Racing, Dan at Turner Race Developments, Jason at the Lion Garage in Hinckley.
Small bumpers, Audi A8 winter wheels and six-pot power. Timeless…Stream item published successfully. Item will now be visible on your stream.