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    ELIZABETH’S #BMW-E39 / #BMW-540i / #BMW-540i-E39 / #Kenwood /

    Having carried out so many modifications for the E39’s benefit, such as all the recent chassis upgrades, I decided it was time I did something for myself, namely addressing the woeful sound system. Let’s not beat about the bush, the E39 stereo is absolutely atrocious. It probably doesn’t help that my E39, despite being a 540i and being spec’d with a few nice options, was only ordered with the base sound system, which means six measly speakers that were hardly the pinnacle of audio performance back in 1998, let alone now. Changing the head unit for my Dynavin had only served to highlight how bad the speakers were so I decided it was time I did something about it.

    I’ve never been into massive audio installs. While they are cool, I’d personally prefer to spend money on performance or handling mods and I tend to listen to my music at moderate volume levels, so a massively powerful setup would have been wasted on me. Also, a boot full of air-ride paraphernalia meant that I had no room for loads of subs and amps anyway, so I started looking around for an affordable solution that would deliver much improved sound quality without breaking the bank or requiring major work to get it all to fit. While the temptation was to opt for the fanciest-looking speakers I could get, research revealed that you don’t want to have too much treble coming from behind you as it doesn’t sound good. After scouring the extensive aftermarket audio market, in the end it was Kenwood that came up trumps, with a selection of speakers that ticked all the boxes for my requirements.

    One of the problems with the E39 is that, while the openings for the speakers are regular sizes, 5.25”/13cm front and rear (except the front teeters, which are tiny), the mounting depths are rather shallow and that limits your choices somewhat, especially if you’re on a budget. Luckily, Kenwood had exactly the speakers I wanted in exactly the sizes I needed and all at an exceedingly affordable price. Up front, to replace the stock woofers and door-mounted tweeters, I opted for the KFC-E130P component speaker package, available for under £30, which comes with a pair of 13cm woofers with injection polypropylene cones and a 30W RMS power rating, and a pair of 25mm tweeters. While the E39’s rear doors have speaker grilles, these are blanked off on all but the top hi-fi system, meaning the only rear audio comes from a pair of woofers on the parcel shelf. To replace these, I went for the KFC-X133 13cm high performance two-way speaker system, rated at 40W RMS and combining a pair of carbon polypropylene cones with centre-mounted 19mm soft dome tweeters to add a bit of clarity and brightness to the music, and costing just over £50. Finally, as the system was seriously lacking in bass, I decided to push the boat out a little further and added the KSC-SW11 powered sub to my shopping list. It was hard to resist the charms of this little sub, with a slimline design and footprint of an A4 piece of paper. It features a 20x12cm driver, built-in amp and has a maximum power output of 150W; while those numbers might not impress hardcore bass addicts, going from zero subwoofers to one subwoofer, however compact, is a 100% increase in subwoofers and that’s got to be a good thing. With the little sub coming in at just under £100 that put my total speaker shopping list at £1.06 shy of £180, which is pretty darn good for such a comprehensive package as far as I’m concerned.

    Once the speakers had arrived, I proceeded to turn up at BM Sport’s Bexley HQ and left everything in its capable hands for what I hoped would be a painless install, which it was, with one exception. It transpired that the tweeters that are included with the front speakers were simply too big to fit. I was disappointed as I had hoped I’d managed to work everything out correctly, but changing the woofers was going to make a far bigger difference to the sound quality so it wasn’t the end of the world. I decided to just go with the woofers, leaving the standard tweeters in place, with a view to fitting the larger Kenwood items at some point in the near future with a little modification to the mounting locations. Also, as the rear speakers sit in a pair of plastic acoustic chambers, a little gentle trimming of these was required in order for the speakers to clear the housing directly beneath the magnets. While the sub is happy to be mounted pretty much anywhere in the E39 there’s no room beneath the seats, which is where they are often placed in other cars, so, having read some threads on the 5 Series forum regarding where other people had located similar subs, I asked the BM Sport guys if they could mount my sub in the cavity where the rear armrest normally folds up into. It would mean that I couldn’t fold up said armrest but seeing as I’ve never had more than a total of four people in the car (and that was once) I didn’t consider that to be a problem. The sub ending up fitting perfectly in the armrest space, with the guys choosing to mount it horizontally as it’s basically the exact width the of the gap, with the flap that normally covers the metal of the bulkhead when the armrest is down being used to do just that, but below the sub.

    Having collected my car I set about playing with the equaliser and various other settings on my head unit and sub before taking my new speakers for a test-drive. The sub has a wired remote, which sits tucked up in the cubby-hole near the E39’s headlight switch, and allows you to adjust the phase, frequency and volume. As it sounded fine with the phase set at 0º I left that alone and set about adjusting the other two settings; frequency basically determines what frequencies the sub takes on, essentially determining when it starts to get involved. Ideally you want the sub to be coming in at the point where the speakers run out of puff in the lowend, but it comes down to personal preference really and I set mine towards the lower end of the scale. As for the volume, that’s pretty selfexplanatory and is obviously down to personal preference, with the sub seemingly happiest around the middle part of its volume range. I have to say that listening to my ensemble for the first time absolutely blew me away – the difference over the factory setup was so vast that I may as well have installed £1800-worth of kit. The most noticeable difference was the sheer clarity and depth that music now has. Listening to David Guetta’s Dangerous, with its twinkling piano and strings intro, sounded incredible, like I had an entire string section in the car with me. And when the beat kicked in the sub provided a fantastic thump, with just enough bass to really round out the music. I rattled through my song selection and it was the same story, track after track, the Kenwood setup delivering an amazing performance, punching way above its weight and, more importantly, price point. Whereas before I would play music on a drive to pass the time, now I play music because I can actually enjoy listening to it. Upgrading the speakers has absolutely transformed my in-car listening experience. For under £200, it’s a no-brainer.

    New Kenwood front components fit straight in and deliver a huge improvement in sound quality.

    Two-way rear speakers replace stock woofers and sound so much better; active sub has wired remote for fine-tuning.

    THANKS & CONTACT Kenwood
    BM Sport
    020 8304 9797
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    DEF ROWE / #Volkswagen-Jetta-Mk2 / #Volkswagen-Jetta / #Volkswagen / #Volkswagen-Jetta-II / #VW / #VAG

    If ever we needed proof that America leads the way in the booted Dub department, Harry Rowe’s turbo Coupé is all the evidence you’ll need. Words: Elliott Roberts / Photos: Sam Dobbins

    It’s safe to say the Volkswagen Jetta Mk2 never quite took off in Europe like it did Stateside. Granted, as with any minority motor car you will always have your fan bois that obsess over them, but for the most part modified Mk2 Jettas in the UK were extremely thin on the ground and if you did find one, well, it would most likely be average at best. Okay, they were until we started to see a bunch of killer examples emerging across the Pond but if we’re honest the Yanks have always led the way with the booted Golf. I guess Harry Rowe’s VR6T Coupé is a great lesson in just why.

    “As a kid I was always into cars and bikes. I had dirt bikes and go-karts before eventually winding up in an 1983 Rabbit GTI,” claims Harry. Despite the natural draw to American muscle cars Harry was soon turned on to the VW way of life after a bunch of mates dragged him to a couple of European car shows. “Also, my father’s good friend worked for VW and they built quick quarter-mile cars in their spare time. It was good fun back then,” Harry adds.

    He actually ended up taking the ’90 Jetta Coupé as a trade with a friend, as he explains: “My friend Paul Harley had bought the car but quickly discovered it had a lot of bugs and it was soon just parked up. It had lots of potential but was poorly put together I guess.” After getting the car running Harry drove the thing daily for a couple of years so he could iron out all the little niggles and get it mechanically flawless. Then trouble struck. “One day a tractor slowly reversed into the front, Tunacanning the fender off,” Harry says. He was originally planning just to fix the cosmetic damage but, inevitably, got carried away. It was at this stage the engine came out and Harry started to plan which angle of attack to take. He was set back a little due to the purchase of his first house… and mortgage! “The good thing was it had a garage, though,”

    Harry says, “so at least there would be somewhere to store the car and work on it.” On paper the car as Harry purchased it was quite sorted. “It had widened rear fenders, a semishaved bay, shaved body mouldings and marker lights,” Harry tells us, “but I just perfected it by doing a full-on smoothed bay, fitting the pop-out rear windows and adding a number of other little touches.” Harry claims he just loves changing things up and being creative. Although he was aware of some of the US scene’s Mk2 Jetta Coupé ‘greats’ Harry claims he wasn’t inspired by any specific one: “I just wanted to make the car nice and put my own spin on it.” Stuff like the key-hole-mounted rear-view camera and Mk3- style boot popper are things that most people wouldn’t even notice but Harry knows are there and will appeal to the real anoraks.

    Let’s not get too far ahead of ourselves though. After Harry exchanged on the house he began stripping the car right down for a full repaint: “I did a lot of the engine bay prep in my garage while Haggard Fab took on some of the other fab work before the rolling shell went off for paint.” According to Harry it’s Mars red but with a Mercedes Benz paint code.

    Those with a keen eye may also have noticed the rear window seal isn’t as it left the factory. “There I used a number of parts from various brands of car,” Harry reports. “This changes the look of the rear window seal and, in my opinion, makes the car look more modern and, most importantly, different to all the rest.” You won’t see many Jettas running round headlights either. The purists may frown on this but we think they look at right home there and Harry is happy with the end result: “I’ve always loved round headlights. I’ve tried Westy aeros but I keep coming back to these. Of course, I’d happily fit a Rallye front-end if somebody was to donate one though!”

    Despite carrying out a lot of work himself, Harry claims he couldn’t have done it without the help of his friends – especially Matt at Eurokraft: “His knowledge of these cars is amazing and helped me tons.” Apparently Harry was most motivated when the car came back from paint: “After that, it was all hands on deck from my friends.”

    There’s obviously more to this car than a new coat of paint and a few rare modifications, though. Yup, it’s time to talk about the big turbo VR6 running all the right bits: “The car had a VR6 swap when I got it, although it looked nothing like it does now, even though it is the same motor,” Harry tells us. “It’s a nonintercooled VR6 turbo with titanium valve springs retainers and HD valve springs and head gasket spacer with ARP hardware. For what it is – a lowboost setup with about 13lbs – it really moves.

    I’ve embarrassed a number of cars on the highway.” He’s also done alright at the quartermile, with a best ET of 12.7 at 115mph. That’s certainly not to be sniffed at. We like the fact that despite the fresh paint and show car wheels, Harry is still all about driving this thing: “Yeah, I’m not afraid to whoop on it from time to time. That’s why I put it together really.”

    So the car can clearly hold its own on the showfield and quarter-mile, but what about in the twisties? “I almost went for air-ride but decided against it. The car is running CX Racing coilovers, which I know are not exactly expensive but they adjust pretty well and the car corners great and rides low, too,” Harry says. When it came to the interior Harry really didn’t want to go overboard: “I love the sight of a Mk2 dash and interior so long as it’s in good shape, so I didn’t see the point in wrapping it up. After all, it’s a car I built on a budget, so just adding simple OEM+ touches and a few creature comforts like the double DIN touchscreen, Hella wheel and SWG gauge pod, plus custom centre vent gauge mounts and suede headline with matching pillars and red stripe seat belts worked for me.”

    So now it’s all finished we ask Harry if he enjoyed the build and what was the hardest part of it? “I think staying motivated was the hardest part, especially while moving into my new house,” he replies. “As for the positives, well, despite just being a VW Jetta it gets plenty of attention even from non-car people and I guess it’s pretty fast, too.”

    What does the future hold for Harry? “Well, I don’t really have any new projects lined-up just yet. I don’t think I’ll do another serious build any time soon. I did buy a Kamei hood scoop that I painted body colour recently, though. I’m really liking that on the car.” So why do we do it? Why do we put ourselves through all of this? “I enjoy making things better whether it’s fixing or modifying things,” Harry surmises. “If somebody doesn’t get it then usually a turbocharged thirdgear pull normally explains it all perfectly!”

    Dub Details

    ENGINE: 2.8-litre 12v #VR6 with #Kinetics Stage 1 kit comprising Precision turbo, #ARP hardware, upgraded injectors and software, titanium valve spring retainers, uprated valve springs, 8.5:1 head gasket spacer, stock cam, hidden coil pack and tucked wires, #Dahlback-Racing diverter valve, Tial wastegate, shortened oil pan and R32 oil pump, custom Eurokraft wire harness for shaved bay, Forge boost controller, Haggard Fab coolant reservoir, #Haggard Fab 3” exhaust with custom mounted #Borla-Pro XS muffler and short tailpipe, #Quaife differential, ARP hardware, #Southbend clutch, Polo shift box and 02j shifter swap.

    CHASSIS: 8x16” and 9x16” #BBS-RS , half caps with red centres, five-stud conversion, Mk3 VR6 brakes, #CX-Racing coilovers, upgrade polybushings, #VF-Engineering motor mounts.

    EXTERIOR: Custom-made rear pop-out windows, Porsche script handles, Mercedes Benz Mars red paint, badgeless single round grille, widened rear arches, shaved body mouldings, shaved marker lights and antenna, custom-mounted rear-view camera in trunk key hole and Mk3-style rear trunk popper.

    INTERIOR: #SWG gauge pod holding Innovate wide-band, custom centre vent gauge panel housing #Cyberdyne digital boost/vac, oil pressure and oil temp gauges, #Recaro Trophy seats, #Hella Royal Exclusive Line steering wheel, Mk3 silver-faced cluster, suede headliner and pillars, leather-wrapped parcel shelf, custom-made Porsche script ‘Turbo’ floormats and a personalised pillow, #Pioneer double DIN touchscreen display, 10” Pioneer sub mounted in rear armrest, #Kenwood amp, Infinity door speakers.

    SHOUT: Big thanks to all my friends that came and helped when I needed it, Paul, Jay, Joel, Dan, Matt from Eurokraft, Matt from Haggard Fab, Sam Dobbins, oh, and I can’t forget my lovely fiancé for putting up with me, and anyone I forgot. This was most definitely an honor, thank you.
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    On the surface this is a very nice #BMW-E46 M3 but dig deeper and you’ll discover it’s been modified to an incredible level. At first glance Pete Sidwell’s E46 M3 is clearly something pretty special, but go in closer and this thing is just off the scale… Words: Ben Koflach /// Photos: Louis Ruff @ Definitive

    Let’s face it, we all love to tinker with our cars – you probably wouldn’t be reading this magazine if you didn’t. Whether it’s a set of lowering springs, a change of wheels or something as big as an engine swap, many of us can probably claim to have worked on a few areas of our cars to improve or personalise them.

    There are some people, however, who take things a step further and set out to not only personalise their cars, but take them to a level of finish far higher than they left the factory with. Pete Sidwell is one of the those people: “I bought an E46 M3 because I’d wanted one from the moment I saw them in magazines,” he began. “I’d had mainly Japanese cars before, but wanted something more luxurious after running a WRX for a couple of years. It took me six months to find the right one – I’d almost given up! I finally found one just ten miles away from my home, having travelled all over the country looking at them. I wanted a nonsunroof, non-nav, manual Coupé in Silver grey with full service history, 19s and as low a mileage as I could afford. It had just 40k on it when I got it.

    “This was in July 2010, and I had the intention of mildly modifying it but then the bug bit and I couldn’t stop!” smiled the 33-year-old aircraft engineer. “My initial mods were very basic, then after attending a few shows I decided that I wanted to create something more unique. I met James from Redish Motorsport in February 2012 and the car moved to a whole new level.”

    Up to this point, Pete had fitted a #Vorsteiner-V-CSL carbon fibre bumper, dropped the car on KW V3s and was running Kawasaki Ninja green-centred #BBS LMs, along with CSL rear end goodies and an Eisenmann exhaust. It was down at Redish Motorsport in Bristol that things really started to take off – James Redish dropped almost the entirety of the car’s underside and disassembled it all, before sending virtually every component off for blasting and powdercoating.

    After putting in an extensive order to the dealers – which included numerous screws, bolts, new wheel bearings, underside plastics and much more – Redish set about cleaning up the underneath. The all-toocommon rear subframe mounting cracks were addressed with welding repairs and reinforcement plates, before the brake and fuel lines were removed and the whole underside was cleaned and re-coated with fresh seam sealer where needed and underseal over the whole lot. At this point all of the parts returned from powdercoating – Pete chose to have the rear subframe, trailing arms, diff heatsink, V-brace, engine undertray and suspension springs coated in a darker shade of the Ninja green that his wheels had been painted in, while the rear upper control arms were painted in blue to match the Hardrace adjustable lower control arms that would be going on. With new brake and fuel lines made and fitted, the rest of the refit process could begin.

    As part of this process, the freshly powdercoated chassis bits were fitted with polybushes, including Powerflex subframe and front control arm bushes along with Rogue Engineering rear trailing arm bushes. Then, once the fuel tank and all of the heatshields had been refitted, the subframe was bolted in and the suspension components were added to it piece by piece. The rear control arms were attached along with the trailing arms, shocks and springs, and from there the rear hubs were built back up with new brake discs and pads, Goodridge braided flexi lines and refurbished calipers.

    From here, the diff could be bolted back together and reinstalled along with new CVJ grease and a new joint gasket, before the newly painted driveshafts were hoisted into position too. The freshly painted anti-roll bar and brackets could then be fitted along with Powerflex bushes. Finally, the prop, exhaust heat shields and the exhaust itself could be installed, rendering the E46 far better than when it left the factory in 2004. “It was a huge job,” James Redish chipped in. “But due to Pete’s excellent planning and prep work, and our commitment to this job, it was completed in just eight days. It was a really enjoyable project and one which I won’t forget in a hurry,” he smiled.

    Redish has gone on to offer this underside restoration service for all manner of BMWs, and its E46 M3 boot floor repair is fast becoming the industry standard – it has developed its own reinforcement plates and offers a fantastic service.

    After all of the work on the underside, Pete turned his attention to the interior once more. He fitted a Storm Motorwerks titanium-plated gear knob and handbrake grip, as well as perforated leather gaiters with green stitching and had the centre armrest trimmed to match. The steering wheel was updated thanks to a full retrim by Royal Steering Wheels with perforated black leather grips, Alcantara sections and an oversteer marker all with green stitching. Then it was time to add some green flashes to the underbonnet area, which was done with a full complement of Samco coolant and ancillary hoses. A billet oil filter cover was fitted too, and after countless hours spent cleaning, the car was ready for its first proper show outing at Gaydon BMW Festival 2012.

    “Gaydon 2012 was a bit gutting,” explained Pete. “I couldn’t get the bonnet up! We’d spent at least three full days prepping and replacing parts under there and got all of my Samco hoses fitted ready for the show, only to be let down by a faulty bonnet pin!” However, as you can imagine, the underside of the car was still wellreceived. Pete was far from done with the engine anyway, and in the year that followed, he worked on something that would truly make his car unique…

    First up, the secondary air pump was removed. Then, in its place, Pete plumbed in an oil catch can to stop harmful oil vapours being recirculated into the engine and was, of course, painted Kawasaki Ninja green. The next step really stirred up some controversy, as Pete removed the velocity stacks from his OE air box, had them powdercoated in his trademark green and set about running them as open trumpets.

    The method of doing this is relatively simple, but to do it without losing power and as neatly as Pete has is quite something. The key to making sure the switch to open the trumpets ran as well as possible was keeping heat out of the engine bay, and cold air going towards the intake. For this, Pete had his OEM bonnet put under the knife, with GTR style vents installed to draw heat from underneath it. The rest of the work mostly included vents and ducts to fire cool air over the intakes.

    Before mapping, the car was running pretty rich and Pete even noticed that it was shooting fire from the intakes – spectacular, but not ideal. In the interlude between finishing the mechanical side and mapping it, Pete also pressed on with a number of transmission upgrades, the parts for which he’d slowly been gathering over the period of a few months. This included a TTV ‘Lite’ flywheel, weighing just 5.1kg, along with a Stage 2 clutch (capable of handling 50% more torque than the OE clutch), Sachs nonself- adjusting pressure plate, a new clutch release bearing and a phosphor bronze pivot pin. Once that lot was bolted up along with new OE flywheel and clutch bolts, the outside of the box could be furnished with new parts too, namely a Goodridge braided clutch line and CDV delete, Rogue Engineering transmission mounts and an E60 545i shifter, which reduces the throw by around 30% when compared to an original E46 M3 item.

    “All of the transmission upgrades really worked out great,” Pete smiled. “The shift is noticeably quicker, the clutch pedal feels great (although heavy), and the engine feels loads more responsive.” Ah yes, back to that engine – Pete fitted a set of ITG sock filters just in time for mapping, which revealed some surprising results.

    First off, Pete had reinstalled the factory air box to get a base figure from it. “I took the car to Wayne at ChipWizards in Warrington. Three base runs were laid down in the car’s initial state,” he commented. “We recorded a healthy 351.1hp and 277lb ft. Wayne was impressed with the figures, and it seemed consistent with the car having adapted to modifications and running cleaner air with the catch tank since it was dyno’d at 345hp by Evolve in 2012.

    “Luke [from Redish Motorsport] and I then set about stripping off all the OEM kit and bolting the stacks and filters back on, and then wiring in the Inlet Air Temperature sensor kit. Initial dyno runs with the original map and no MAF showed the car to have lost about 10hp across the rev range with some significant holes in the powerband and torque curves at about 1900 and 2600rpm. Wayne was confident that he could iron out the trouble spots and get the car running better. The ECU was reflashed with a seriously tweaked Alpha-N file, and we went from there…

    “At about half 8 that evening, Wayne was still busy with the car as it was creating a few weird AFRs, so we decided to take the stacks apart and just give them a good clean. The next run then showed 389.2hp and 297lb ft of torque with no holes in the power band and it sounded unbelievable! We finally finished at about midnight, with the car driving like a dream.”

    With the final print-out reading as 312.4hp and 255lb ft at the wheels (the aforementioned figures being at the flywheel), Pete was understandably a happy man. With an addiction to the new found power and induction noise, it was only a matter of time before things were stepped up a notch yet again.

    “I started stockpiling parts for the next stage of my build, beginning with a Cobra Imola Pro-Fit GT bucket seat. Initially I could only run one in the car as it was my daily and I had to get the kids in the back!” Pete laughed. With this and the plans in mind, Pete’s attention also turned to the chassis and braking setups once more. First up, a set of Michelin Pilot Supersports were ordered up in CSL sizes, as Pete had new wheels in mind, and the K Sport brakes he had previously were ditched for something far more premium. “The kit I ordered was Alcon’s 365mm offering with six-piston calipers – I upgraded as I intended to make my car more track-orientated.”

    Pete’s final exterior touch – and one that shows off those Alcons even better – was a set of #Quantum 44 S1s in 9.5x19” sizing with staggered offsets. “I’d decided it was time for a change, and after speaking to Chris at CM Wheels we decided that the car needed something different and fresh!” smiled Pete. “The result was the first set of Quantum44 S1s in these sizes, custom painted to suit my car. The concave faces of the wheels are crazy – I love them – and the green detail looks immense when the car is rolling!” Shod in those CSL-sized Michelin Pilot Cup Sports and bolted up with a wheel stud conversion, the wheels truly do set the car apart. With the Ninja green spoke detail on each wheel tying them in with the rest of the build, it has simply elevated Pete’s car to the next level.

    The final step was getting the interior finished, and Pete hasn’t done things by half: “Over the next few months I managed to squeeze in plenty of modding,” he explained. “I had my Cobra buckets re-done with green stitching and fitted them. I also removed the rear seats and built a custom rear area.” This rear part of the interior included stripping out all of the wiring and bracketry to reduce weight as much as possible, and then Pete built panelling to neaten everything up. This was trimmed in Alcantara, and the rear doorcards were given the same treatment too. Pretty much all that you’ll find in the back these days is a fire extinguisher!

    The finishing touch was fitting CSL-style doorcards, using all genuine mounting parts. As they’re painted to match the wheels, they tie in perfectly: “My old carbon fibre dash inserts are gathering dust in the garage now, as I had a set of standard ones painted to match the doorcards. I also built a new carbon dash panel and located switches in it for an electric fan and eventually for an exhaust bypass valve as well as an IAT gauge and the mirror switch.

    “I’m really happy with how the car is now – future plans are to retire it from daily use and make it more track-orientated with 4:10 gearing, a cage and a CAE shifter,” grinned Pete. “My current favourite parts? I just love how I’ve tied all the parts together, how it sits and handles, and most of all the insane induction roar it makes! It never fails to put a smile on my face!”

    With a seriously unique appearance under the bonnet, inside the car, underneath the car and on the surface, Pete can proudly say that he owns one of, if not the most reworked E46 M3s in the country. Not only has he modified it extensively to suit his taste and needs, but he’s seen to it that the whole car has been enhanced in every area, rendering it better than standard. It’s come a long way, and knowing Pete, he won’t be slowing up on it anytime soon.


    ENGINE 3.2-litre straight-six #S54B32 / #S54 , custom velocity stack setup with #ITG sock filters, custom carbon fibre heatshield & air temp sensor bracket, #Samco intake hose boots, Ramair idle control valve filter, custom cold air feeds, #Eisenmann 83mm Le Mans ‘Race’ exhaust, 100 cell cats, custom oil catch tank & brackets, secondary air pump delete, custom Alpha-N map with rear lambda and air pump delete, carbon fibre/kevlar engine cover with monochrome badge, #Samco lime green coolant & ancillary hoses, TTV ‘Lite’ 5.1kg flywheel, custom flywheel bolts

    TRANSMISSION Six-speed manual gearbox, #Sachs sintered four-puck clutch, Sachs #ZF non-self-adjusting pressure plate, braided clutch line, CDV delete, Phosphor Bronze clutch pivot pin, E60 shift lever, Rogue Engineering transmission mounts, all new hardware

    CHASSIS 9.5x19” ET40 (front) and 9.5x19” ET22 (rear) #Quantum 44 S1 wheels (with matt gunmetal lips and barrels, matte black spokes with Kawasaki Ninja green detailing) with 235/35 (front) and 265/30 (rear) tyres, 12mm TPI hubcentric front spacers, 10mm #H&R hubcentric rear spacers, 75mm wheel stud kit, R10 titanium wheel nuts, KW V3 coilovers with custom painted springs and Nitron rear spring perches, Rogue Engineering rear shockmounts, KW uprated front droplinks, Hardrace adjustable rear control arms, Redish Motorsport rear subframe reinforcement, Powerflex Black Series front control arm bushes, Powerflex front anti-roll bar bushes, Rogue Engineering black rear trailing arm bushes, Powerflex rear subframe & rear anti-roll bar bushes, green powdercoating (diff carrier, rear trailing arms, diff heatsink, V brace, engine undertray), blue powdercoating (rear upper control arms), all hardware replaced with either OEM or stainless steel replacements, Alcon Advantage Extreme front big brake kit consisting of six-pot monobloc calipers with Ferodo Performance pads and 365mm discs, custom painted rear brake calipers, new steel brake lines throughout, braided hoses, ATE Super Blue fluid

    EXTERIOR Silver grey, #Vorsteiner V-CSL carbon fibre front bumper with flippers, custom vented OEM bonnet with GTR style vents and custom washer vent, CSL-style rear diffuser, matt black kidneys, side grilles & mirror caps, black and white carbon fibre roundels, monochrome and Ninja green side grille badges, smoked #Depo indicators, LED angel eyes with DRL and remote fade, front numberplate holder delete, driver’s door lock delete, retrofitted in-car boot release, custom decals

    INTERIOR Black Nappa OEM interior, Cobra Pro-Fit GT seats with custom green stitching, custom floor mounts on driver’s side, Macht Schnell mounts for passenger side, retrimmed steering wheel (with green stitching, perforated leather grips, Alcantara top and bottom pieces and grey leather oversteer marker), black and white carbon fibre steering wheel roundel, Ninja green and monochrome steering wheel M badge, Storm Motorwerks titanium-plated V2 gear knob, handbrake lever & lighter plug blank, custom gaiters & centre armrest in black perforated leather with green stitching, carbon fibre gear trim surround, custom painted matt gunmetal dash inserts, CSL doorcards with matt gunmetal inserts and matt black door handles, door airbags deleted, monochrome door sill inserts, full LED interior lighting kit, custom carbon fibre switch panel, climate control relocated, rear seat delete trimmed in grey Alcantara with all trim/wiring/speakers removed, parcel shelf and doorcards trimmed in grey Alcantara, black HK rear speaker covers, compact fire extinguisher between front seats

    AUDIO #Kenwood KDC-BT92SD head unit & #KAC-5205 amp, #Alpine SWE 815 active subwoofer, #Focal Access front component speakers, custom located iPod connection

    “I love how I’ve tied all the parts together, how it sits and handles, and the insane induction roar it makes!”

    “I had the intention of mildly modifying it but then the bug bit and I couldn’t stop!”
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    Packed with #Forge-Motorsport and #VIBE goodies this sexy SEAT has go as well as show.

    If you’re into tuning your #VAG motors, you’ll most likely recognise this world-famous SEAT as the ‘Forge Motorsport demo car’. Well, let’s get this out of the way right from the start. It’s not.

    You see, even though we’ve all seen this spectacular white-on-white Leon popping up in various advertising campaigns, appearing all over the web and on show at more than a couple of events. It is, and always has been, the personal car of our mate Kris Butler.

    Of course, as we can plainly observe, this storming Spaniard is packing more than its fair share of Forge gear. In fact, there’s just about everything they’ve ever manufactured for the Mk2 LEON and few extra one-offs, like flashy hoses and a custom catch can setup nestled under that bonnet. But all that’s easily explained by the fact that Kris works at Forge Motorsport HQ in Gloucester.

    Kris is actually one of the team that develops these kind of products, so he may have benefited from a bit of a staff discount. But it certainly wasn’t one of the five-fingered variety like I got when I worked at Lidl (free bratwurst and 9p baked beans eh? – Jules). I guess that’s always the problem with doing a job you love, especially one surrounded by top-end kit and the expertise to evolve even more - it’s impossible not to get involved. I mean, if you’re a plumber I’d imagine your bathroom is a thing of abject beauty. If you happen to sell Ferraris for a living I’m betting there’s something pretty tasty on your drive right now. And if you work in KFC, you probably can’t remember the last time you cooked at home. It starts with a nice little discount and before you know it you’re having the gas cut off because you’ve dropped all your wages on trinkets before they’ve even got to the bank. We’ve all been there.

    Perhaps that also explains why Kris’ SEAT is such a devastating work of art, when the initial plan was just to plonk on a nice set of wheels and drop the ride height. It’s a modifying story we’ve heard a million times before. Kris never meant to go this far, but things just escalated. We’re glad they did. Presumably so are the Forge marketing bods.

    Of course, at the very beginning, two years ago, the first mods came from necessity. As Kris no doubt told his missus, the air-ride was an ‘absolute must’ for getting on the drive. And the new wheels, well that’s just always ‘a must’ isn’t it? But was he content with his super-slammed ride on slick 3SDMs? Yeah, for about five minutes. It’s just after that when things went nuts.

    There’s no denying that the finished article is extraordinary and striking. What amazes me though is that despite all the fame and bona fi de show-car status, it’s not just his daily driver, but 95-percent of the mods have been buttoned-up by Kris himself.

    He’s clearly from the school of having a crack at everything first before writing a cheque, and that makes it all the more impressive. I have to say too, he’s done a formidable job fitting the air, trimming the interior and building that awesome boot install. In fact, it’s only the bodywork and anything that’s been machine-stitched that have been paid for with real money. More cash to spend at work I suppose.

    There’s none of the usual tale-tale signs that this car is DIY built. The execution is first-rate and there’s even a few swish, high-end details that are as likely to be found elsewhere as a fart is in a jacuzzi. Just check out the super-rare Anniversary Edition Cobra Misanos? It’s not often you see aftermarket seats with heaters in ’em, either.

    In all its Alcantara glory the interior finish is sensational and, from the pictures, it’s pretty obvious that Kris is also a fan of the odd slice of in-car entertainment. Now, I’m not sure if there’s been a spot of part-time moonlighting at VIBE Audio, but there seems to be plenty of their very best products crammed in there. The contrast between the inside and outside is also profound. The plush interior gives a warm fuzzy feeling of luxury, while the styling is all intensity and aggression. The imposing BTCC kit along with the stance not only hint at all the added power under the bonnet, they spell it out. Plainly.

    The colour is all-business too. The brightness and intensity of the candy white paint gives an almost surgical, sterile and super-clean edge to the whole project. Naturally, you don’t build anything with such whiter than white credentials without having a particular fondness for detailing and Kris can buff with the best of ’em – you could safely perform open-heart surgery on the bonnet. Maybe all the notoriety has given Kris a more acute interest in the car’s appearance than normal. I’ve seen this sweet SEAT on a number of occasions and every time it’s been nothing short of immaculate – that’s pretty special for any daily driver, not least when it’s a family car.

    Kris’ fondness for the purest and hardest to- maintain of colours has recently extended to his wheels too. After deciding his black 3SDMs didn’t show up too well in photos he found these Bentley monsters for sale on Instagram already painted white. Celebrity status and Bentley products seem go hand in hand, just ask David Beckham or Lady Gaga. And for a car that soaks up just as much of the limelight there can be nothing better than the highest-of high class rollers.

    Above all though, what makes this car special is that, unlike so many, it’s famous for a good reason. There’s none of that Keeping Up With The Kardashians or Big Brother bollocks here. This one should be immortalised not as a big money company demo car but on its own merit. And in that case long may its fame continue!

    It’s not a company car. It deserves attention on its own merit.

    TECH SPEC: #Seat-Leon-Mk2 / #Seat-Leon

    TUNING: Forge Motorsport carbon intake, FMIC, custom silicone hoses, alloy oil and water caps, carbon canister cover, alloy washer bottle, BOV actuator and boost adaptor; colour-coded cam cover; charge pipe; battery cover and fuse box cover; Powerflex engine mount, custom catch can setup; stainless steel exhaust with oval tailpipe; Revo Stage 1 remap.

    CHASSIS: 9x19-inch Bentley Continental GT alloys in white; 225/35x19 Nankang tyres; Air Lift V2 Slam Series air ride suspension; 2x Viair 380 compressors; Powerflex suspension bush kit; Forge Motorsport 6-pot (356mm front) and 4-pot (330mm rear) big brake kit; chassis notch.

    STYLING: Full BTCC body kit; Triple R front splitter; gloss black vents, bonnet trim, grille and door pillars; delocked; rear wiper delete; custom Xenon black headlights; tinted side repeaters; Heko wind deflectors.

    INTERIOR: Cobra Misano Anniversary custom diamond stitch heated seats; rear seats trimmed by Cobra to match; Alcantara trimmed headlining, A/B/C pillars, kick plastics, arm rest, shift gaiter and seat sides; Diamond stitched Alcantara doorcards and parcel shelf; Forge shifter; #Seat Sport handbrake cover, white dash and centre console parts; Leon Mk3 flat bottom FR steering wheel; Defi-style boost gauge; upgraded MFD speedo; black and white mats.

    AUDIO: #Kenwood DNX520VBT satnav headunit; VIBE BlackAir limited edition component speakers front and rear; 2x VIBE Black Air 12-inch subwoofers and 4 channel amplifier; VIBE Space mono amplifier; VIBE circuit breakers and wiring; VIBE Anti-VIBE sound deadening in doors and boot area; custom boot build trimmed in Alcantara.

    THANKS: Mark at VIBE Audio; Mark and Adam from Cobra Seats; Peter at Forge Motorsport; James and Simon at Auto Finesse.

    So what’s it like driving a car that’s so acclaimed?
    “I don’t think it’s quite that famous mate – it’s not KITT from Knight Rider is it? People do think that Forge built it though.”

    Does that chafe your arse a bit?
    “Nah, not really – I guess I know what I’ve put into it. You can’t always get all the recognition, right?”

    Can I have your autograph anyway though?
    “If you want. Where would you like it?”

    On this bill for lunch.

    “Now that’s what I call famous – do you FC boys ever pay for anything?” Not if we can help it mate.

    Kris did almost all the work himself. Swisher. Swish. Kris did almost all the work himself.
    • Awesome Seat Leon! Would love to drive that car, but i've got a question. Did you manage to get the steering wheel buttons to work?
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    The #Holden-Commodore-VL #Holden-Commodore #1986 #Holden-Commodore-VL-Calais #Holden

    We’ve seen many a provocative plate here at St Comms, but surely this has to take the cake. If you’re #Blue-Oval fan, this is your kryptonite. It’s got the balls to back up the big talk as well, currently putting out well over 500hp at the back bum with a measly 8psi running through that blown LS3.

    Fencer #Adam-Hodge (31) is clearly a Holden fan, and there are fewmodels as iconic as the humble VL. It’s hard to believe this 1986 #Holden-VL-Calais was made all those years ago. No doubt many of you have equally impressive memories of all kinds of mischief created in something just like this, but we can also assure you you’ve never seen a VL quite like Adam’s either.

    The biggest draw is that literal tower of an engine. It rises from between the strut towers like a supercharged Eye of Sauron, polished trumpets announcing its performance intent wherever it goes… and go it does.


    How’s that for a tower of power? The blower’s running only 8psi, but it still makes for 520rwhp. Creamy and plush – Just the way we like it.

    You can look at a paintjob like this and know straight away it’s a 2SUS jobbie.

    The blocks been completely worked from top to bottom, including all the relevant testing and blueprinting for the internals to follow. The head’s received a port and polish and can now flow 1000hp. But the block and head are only half of the monstrosity. Making up the rest is a The Blower Shop supercharger and #BG-Engines inlet manifold for the kind of whine only something giving birth could come out with. Holed up, smoothed and cleaned of all wiring, there are few engine bays more beautiful.

    The other eye-clincher is the paintwork. You can look at a bold metallic colour like this and almost instantly know it’s the work of the team down at 2SUS Custom Resprays. The Sydney boys have built up a real rep for this kind of immaculate work, the custom teal here popping under our studio lights and the sun outside. It’s an attention seeking colour for an attention-seeking car – if those plates hadn’t already given it away.

    Inside it’s a classic VL interior with Walky seating front-side and a full retrim in cream leather by Sewtime Interiors. This is not the kind of living room you want your kids crawling over, even though Adam’s do love the car. There are the relevant Auto Meter gauges and a shifter that should give some clue as to the built auto that runs underneath making for butt-puckering launches courtesy of the 4000rpm Dominator.

    King Springs are matched to Koni shockers below. The popular VE HSV calipers by AP Racing are used all ’round and mated to dinner plate-sized rotors both front and back. It’s pretty funny to think the rotor diameter now isn’t far off the stock wheels’ total circumference, but that’s no concern thanks to the new rollers.

    The 20in ShowWheels V Rods are big, billet and proud. Just like the rest of the car, you can’t help but stop and stare, getting lost in that immense dish at the back. Minitubs by Elite Fabrication make it work, with Elite tackling basically all fabrication throughout.

    VLs built to this standard don’t land on our desk every day, nor ones with such a tongue-in-cheek approach to stirring the Ford-vs-Holden pot. As for what the Blue Oval boys think, Adam doesn’t know. For some reason they’re always stick in his rear-view.

    Thanks: “My partner Ashlee and kids Brayden and Braxten, the 2SUS boys Bas and Fuf for the paint on the car, Mick from Sewtime for the trim, Nath at Elite Fabrication for all the fab and everything else on the car, and all the boys, Roser, Tony, Adam S, Dwayne, Stooge (Hubibi) for all their efforts on the car.”

    ENGINE: 376 LS3 eight-cylinder

    PERFORMANCE: 520rwhp

    ENGINE HARDWARE: Block machined, balanced, chemically cleaned, blueprinted and bored with crack-testing, #Comp-Cams retainers and springs, ported and polished head, Kings mains and rod bearings, Callies rods, Howard custom grind camshaft (hydraulic), Comp Cams lifters, Trend pushrods, Rollmaster timing chain, #ARP stud kit, Mellings oil pump, PWR custom radiator, custom oil pan, #MSD leads, LS1 harness and computer, #BG-Engines billet inlet manifold, TBS blower (8psi), 70lb injectors, 1 7/8in into 2in headers, 3.5in custom twin layout exhaust system with Hooker muffl ers, battery relocated.

    DRIVETRAIN: Turbo 400 gearbox, Dominator stall convertor (4000rpm), 9in shortened and braced diff (full spool, 4:11)

    BRAKES/SUSPENSION: King springs and Koni shocks, 365mm rotors front with VE HSV AP Racing calipers, 330mm rotors rear with VE HSV AP Racing calipers, Bendix brake pads, custom billet brake brackets to suit car.

    WHEELS/TYRES: 20x8.5in front and 20x10in rear Show Wheels V Rod wheels, 225/30 front and 285/35 rear tyres.

    BODYWORK: Custom teal respray, minitubs.

    INTERIOR: Full custom re-trim in leather including seats, dash, console and door trims, #Momo steering wheel, VL Walkinshaw seats front, modified standard rear seat, custom headlining, #Auto-Meter gauges, #Kenwood DVD player.

    The focus of the car scene seems to go in cycles. For a few years the priority will be on the quality of the finished product with car owners and workshops doing their best to build something properly, rather than just build it to finish it. Before long though, the pendulum inevitably swings back to quantity, where having more of something is more important than how well the job has been done.

    This theory could once best be witnessed in the to-ing and fro-ing of the show car scene where the importance judges place on quantity when picking which of two points-identical cars should win out. Since the demise of shows like Autosalon where the focus was almost solely on the ‘how much’ of something a vehicle had, the show scene has improved and very nearly standardised in many of the biggest shows around the country. That’s a good thing and despite the subjective nature of the act of judging it’s probably as good and as fair as it’s ever going to get.

    There is a better example though. Horsepower. Ask yourself whether you’d rather the best quality possible engine build imaginable or the one that made the most power. There’s no correct answer but it’s an interesting thing to think about, especially when you ask enough people and find that it’s far from roughly split down the middle as you might imagine. Plenty of people want the most horsepower possible for the amount of coin outlaid while others want things done properly and will sacrifice outright grunt for that all important longevity and reliability, but from my listening and reading, we seem to be in the age of quality right now.

    For a given budget, let’s say $10,000 including parts and labour, what would you build and how hard would you lean on it when it came to tuning? You can buy stroker kits for #Holden-V8 s for well under $1000 if you look but would you be happy with the end result? Would you feel better about making 350hp instead of 400hp if you knew it would last five times as long? A lot of this comes down to personal preference but when you have magazines, manufacturers, You- Tube and Facebook constantly telling you how much power one engine is making over another you could be forgiven for letting the focus shift away from how good it is and onto how much it makes. We’re guilty of it every issue with the numbers in each car feature telling you what the cars make, either at the engine or the wheels.

    It’s our job to show you quality cars and give you some insight into how they came together from start to finish, not just tell you a number that may or may not have come from a happy dyno or even the owner’s imagination. With the overwhelming number of people telling us they’d rather their engine was built right than made the most power, it seems our focus might need to shift as well.
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    Supercharged, bagged and running crazy-wide 18s, this Stateside E46 M3 Convertible really stands out from the crowd. There aren’t too many M3s that can claim to use simple pressurised air to create a completely new standard in E46s – meet Keith Landucci’s supercharged, aired-out convertible. Words: Ben Koflach. Photos: Chris Umali.

    Belly scraping ride height, fag paper fitment, 493hp at the wheels… oh, and a drop top for the summer. The M3 has always been an everyday supercar slayer; a car that can be as comfortable driving to the shops as it is tailgating Ferraris at the Nürburgring or settling into a 160mph cruise along the autobahn, but Keith Landucci’s E46 is taking things to a new level.

    The 27-year-old New Yorker has owned this particular example for just over two years now, during which time it’s undergone quite a transformation: “I purchased the #M3 from Craigslist from a guy upstate,” Keith told us. “It’s been a car I’ve wanted since I was 16 – I’ve just always had a thing for M3s. It was completely stock bar a set of 20” Vossens.” Keith spends his days spannering for Lexus, but in the evenings and at weekends his services go out to all of the stance family in New York – fender rolling, coilover fitting and just about everything associated are what Keith really enjoys, and so it was obvious where his car was headed.

    “My work is all about dropping cars and rolling fenders to get that ideal fitment so my first big modification for the car was a set of Broadway Static coilovers with custom spring rates – it got the car sitting very nicely but just wasn’t ideal for New York roads and I always wanted more power out of the car. After getting over ‘static life’ I went for bags to achieve the perfect fitment and a supercharger to gain some more power.”

    Not one to do things by halves, Keith purchased a Bag Riders V2 air setup and took the M3 down to renowned fabricator on the VW scene, ‘Swoops’. As a specialist in hardline setups and many other forms of fabrication, the E46 benefited from a full hardline setup with a simple but perfectly executed boot build, housing a large colourcoded tank and twin #VIAIR compressors, along with a pair of Kenwood subs. “I just wanted it simple and clean,” commented Keith. “I did the air install, Swoops did the hardlines in the trunk and made the mounting board for it all.”

    With the suspension all dialled in to perfection and at this time riding on #BBS RSs, Keith could get that added performance hit that he had been after all along. Within a month of the suspension being changed to use pressurised air, the engine was modified to do the same with an ESS supercharger to force-feed it boosted air. The kit that he went for was the 550hp rated version which uses the tried and tested Vortech V3Si compressor along with the usual host of ESS goodies; larger injectors, a reconfigured breather system, CNC brackets and pulleys, a cast aluminium intake manifold and a chunky air-to-air intercooler. As well as all of this it comes with the necessary flash loader to put ESS’s own map on to the M3’s #MSS54 ECU.

    With Keith’s spannering skills, he soon had the kit fitted, and chose the transformation as a great opportunity to rework the exhaust system, too. US-spec E46 M3s came fitted with power-starving exhaust manifolds which housed catalytic converters, dropping them 10hp in the book figures and not doing any favours to the driving experience. These were first to go, and Keith fitted AP tubular headers in their place, with a Supersprint centre section bolted to the back of them. The final component was a Top Speed back box to seriously let the S54 scream; the noise really is quite something.

    “When I drove it after fitting everything there was a huge difference!” Keith grinned. “I had the car dyno’d shortly afterwards and it made 493 wheel horsepower and 326lb ft of torque.” For the initiated among you, let me save you breaking out the calculator – that’s approximately 570hp at the flywheel – impressive stuff for a supercharger kit that is rated at 550hp with Euro manifolds.

    The final step with Keith’s build was to get the bodywork looking flawless. His M3 was originally Alpine white and though he wanted to keep it white in colour, he had a bit of a twist in mind. “I’ve always been a fan of white, but I wanted something brighter that just popped,” he told us. “A shop around me called Impressive took on the work.”

    Keith’s wish list was lengthy, and included some challenging touches. First up, the front bumper was to be replaced with a Vorsteiner CSL version, with the CSL’s distinctive intake hole blanked out and the tow hook cover smoothed over, too. The rear end had already benefitted from a CSL diffuser, but this was to be smoothed into the bumper. Finally, the rubstrips were to be removed and smoothed and the Vorsteiner CSL bootlid was to receive a once-over too. And the colour? He went for Lamborghini Bianco white, which as you can see really does pop as he’d hoped.

    As you can imagine, with Keith being a such a stance king, he’s a bit of a wheel whore too. The M3 has had countless sets of rollers, including the aforemention BBSs along with Work VSS splits, Work Equips, CCW Classics, square 19” OEM wheels – you name it, Keith’s had it under his arches. His latest setup, however, smashes everything else out of the water. What you’re looking at are VIP Modular VXS610s, measuring a frankly ridiculous 11x18” up front and 12x18” at the rear, with offsets in the single figures. As you can no doubt imagine, squeezing these under even the M3’s bulbous arches was quite a task, but all part of the plan – Keith’s running some pretty serious stretch along with around six degrees of negative camber up front and a ridiculous nine degrees at the rear. It’s all part of the game, and the final result is something that understandably leaves plenty of jaws dropping almost as low as the car itself.

    Keith’s M3 may not be for everyone, but there’s no denying that he has covered plenty of the bases with his build. It has the looks to die for without sacrificing quite all of the practicalities, he’s got plenty of comfort and it also has the performance to kill just about any competition he comes across on the tough streets of NYC.

    That sounds pretty good to us but Keith, as ever, is far from done. “For next season I’m doing cams, redoing the interior with a roll-cage and of course, more wheels!” he grinned. This is one M3 project to keep your eye on…

    DATA FILE #BMW-E46 #BMW-M3 #BMW-M3-E46 #BMW-M3-Cabrio #BMW-M3-Cabrio-E46

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S54 / #S54B32 , ESS VT550 supercharger kit (consisting of #Vortech V3 Si-trim supercharger, front mount intercooler, cast aluminium intake manifold, high capacity bypass valve system, mandrel bent tubing, self tensioning belt system, #CNC brackets & pulleys, oil breather system, silicone hoses, #ESS fuel pressure system, Bosch injectors, #K&N air filter, ESS software with removed top speed limiter), AP cat-less headers, Supersprint midpipes, Top Speed back box, six-speed manual.

    CHASSIS: 11x18” ET8 (front) and 12x18” (rear) ET6 VIP Modular VXS610 wheels with in 235/35 (front) Falken and 285/30 (rear) Nankang tyres respectively. Bag Riders V2 air suspension with custom system and hardlines. CSL front brake setup using 345mm discs, standard rear brakes.

    EXTERIOR: Full respray in Lamborghini Bianco white, #Vorsteiner CSL front bumper with blanked/smoothed air intake and tow hook cover, one-piece carbon fibre CSL splitter, #Vorsteiner-CSL bootlid, smoothed-in CSL diffuser, shaved door mouldings, shaved tow hook covers, colour-matched hardtop, blacked out headlights with LED angel eyes.

    INTERIOR: OE tan leather interior, Alcantara-trimmed steering wheel, carbon fibre and chrome handbrake handle, AEM boost and AFR gauges, custom boot build housing air components and twin Kenwood 12” subwoofers.

    THANKS: All of my customers for their support in choosing to come to me to get their work done. Without them I’d be broke and wouldn’t be able to have the build at the level I have it at.

    Stunning VIP Modular 18s measure an outrageous 11” wide up front and 12” at the rear.

    Boot build has been beautifully executed, with hardlines and colour-coded tank, plus twin 12” #Kenwood subs.

    Interior is home to fetching tan leather and a number of Alcantara and carbon goodies.
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