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    Griot’s Motors unleashes its V8-powered, two-door, #BMW-M3-bodied E30 #BMW-M3-Touring . Two-door, M3-bodied, #V8-powered E30 Touring.

    Astonishing in its vision, astounding in its execution, just plain awesome by its very existence, the Griot’s Motors two-door, #V8-swapped , #M3-bodied E30 #BMW-M3-Touring-E30 is quite unlike anything we’ve ever seen… Words: Elizabeth de Latour. Photos: Kevin Uy.

    What’s amazing about the modified BMW scene is that, just when you think you’ve seen it all, someone comes along and produces something the likes of which you’ve never seen before. It’s no mean feat, and you’re looking at one such creation right now. It is a two-door, #M3-bodied-E30-Touring powered by a 4.0-litre M60 V8. This creation is the brainchild of the Griot’s (pronounced Gree-oh’s) Motors team, itself the skunkworks division of Griot’s Garage – a car care manufacturing company based over in Tacoma, Washington, USA. If you’ve never heard of Tacoma, look up Galloping Gertie, an infamous bridge that collapsed in 1940 due to strong winds. And if you’ve never heard the term skunkworks before, it’s basically a name given to an experimental department of a company.

    Griot’s Motors was started by Richard and Phillip Griot. “The garage buys, sells, restores and modifies a wide variety of classic cars,” says Nick Griot. “Our main restoration shop is actually part of the Griot’s Garage headquarters.” Skunkworks it may be but Griot’s Motors is an impressive operation in itself, with around 70 cars currently held in the company’s collection, which is constantly changing as cars are completed, sold on and new ones purchased. BMWs naturally make up a portion of this collection, with a number of modern and classic examples along with a couple of motorbikes. “BMWs have always been of interest to us as they represent a perfect blend of design and function which carries through to the people who buy them,” explains Nick.

    “BMW owners are passionate about racing, preserving, modifying and maintaining their cars – which is pretty much us in a nutshell. Griot’s Garage is also the exclusive Car Care Provider for the BMW Car Club of America so we are actively invested in the BMW community and do a lot with the club every year.”

    That’s all well and good but it doesn’t explain how this insane E30 Touring came about. “At Griot’s Motors we basically focus on modernising cars without losing any of their vintage attributes,” explains Nick. “And we are constantly looking for unique, hard-to- find cars. This was a car we wanted to own just because we finally could. E30 Tourings were never imported to the States and, generally, a car must be over 25-yearsold to be able to be imported and registered. We found this car for sale in Florida and it had made its way there from Germany via Japan. It was in good original condition, and very complete, so we bought it thinking it would remain relatively stock and would be enjoyed as it was. However, once we got the car and saw the wear and tear and significant paint degradation we knew it was in need of restoration, which is where we went a little mad and cooked up a crazy vision for the car – one that had never been done before.”

    The blame for everything that you see here can really be placed on Richard’s shoulders, as Nick explains: “After sitting in the car he stated that visibility was not up to his standards and he wondered aloud about the potential of longer doors from an E30 Coupé to improve visibility. That started the discussion of the two-door conversion, which led us all the way to M3 body work, an engine swap, and custom fabrication.”

    The bodywork didn’t come first, though, that honour goes to the engine, but it’s too big a deal for us not to get excited about it. The sheer amount of extensive custom fab work that’s gone into making the dream a reality is mind-boggling. With the seed sown, the Griot’s Motors team started exploring the idea of the two-door conversion and, after taking some measurements from their pair of E30 M3s, they realised that the M3 bodywork would work very well. With what might seem like an insane idea now looking eminently achievable the car was delivered to J-Rod & Custom who began the Herculean task of turning four doors into two and making it all look like a factory job.

    The B-pillar had to be moved back nine inches in order to be able to accept the longer doors. A completely custom frame had to be built into the space vacated by the rear doors. And new inner wheel wells were created to accommodate the wider M3 rear arches (the quarter panels having been sourced from Germany). The rear light housings had to be modified to fit the standard light clusters, new window trim was also created and the glass from the rear saloon doors was used between the B- and C-pillar. The front arches fitted straight on and all the remaining body parts are OE #BMW items with bumpers and side skirts acquired from local BMW enthusiasts. The finishing touch involved six coats of PPG Deltron Griot’s Red. The end result is nothing short of spectacular. Nick says the goal was to create a car that looked like a factory product, and that’s been achieved and then some. The bodywork is perfect, the paint finish flawless, and the combination of Touring body, two-door configuration, and M3 arches is breathtaking. No doubt there are plenty of Touring enthusiasts out there choking with rage right now but you’d have to be a fool to look at this E30 and think it doesn’t look anything less than perfect.

    As we briefly touched upon earlier, the engine was actually the first step in the build process and, when it came to the V8 swap, the Griot’s team worked to the same exacting, obsessive standards to ensure that, bonnet up, the engine bay would leave onlookers as floored as the rest of the car. Before all this madness began there was a 2.5-litre M20 under the bonnet but that simply wouldn’t do for a car of this calibre, which is why an engine swap was a necessity. The engine in question is from a #1995 E34 540i, purchased in its entirety to provide the E30 Touring with not only that lusty 4.0-litre #V8 but also a six-speed manual gearbox and engine wiring harness, making for an easy engine exchange, with the V8 sitting on custom mounts along with a fabricated transmission saddle and tunnel reinforcement to support it. But the engine swap itself isn’t the only impressive part, it’s the work that’s gone on around it, the attention to detail, that impresses the most. Prior to the insertion of the V8, the engine bay was shaved and smoothed to remove any and all holes and brackets. “The plan,” says Nick, “was to have an extremely simple engine bay that showed off the most beautiful aspects of the engine without the clutter of wiring and engine accessories.”

    The brake booster, he says, was removed and has been replaced with a full pedal assembly inside the car and then reservoirs were fabricated in-house for coolant, brake/clutch, and power steering fluids.

    These were then machined with threads that corresponded with the factory reservoir caps, giving the custom parts a factory appearance. As a result of this painstaking attention to detail the engine bay is nothing short of a work of art. It’s clean enough to eat your dinner off and it ensures that all eyes are immediately drawn to that V8, itself embellished with red painted rocker covers and a classic BMW roundel on the engine cover. A custom cold air feed, utilising a large velocity stack located in the passenger side high beam hole and an in-line filter, supplies the big V8 with all the air it can ingest. Elsewhere the Griot’s team has fitted V8 X5 exhaust manifolds with a custom T304 stainless steel exhaust system, while a custom driveshaft and 2.93 LSD-equipped rear end have also been fitted.

    Killer one-off styling and a sweet engine swap are all well and good but it’s only a job half done where a major project like this is concerned. Now came the turn of the chassis to be comprehensively overhauled. Step one involved removing the front and rear subframes and completely refreshing them, with both being reinforced in key areas before being powdercoated satin black. The E30 received polybushes throughout and camber adjustment was added to the rear trailing arms. “The front strut assemblies were sent to Ground Control and the guys there worked their magic, shortening and reinforcing the strut housings so we could get the car as low as we wanted,” explains Nick. “They also provided us with the Koni shocks, front camber plates, spring perches, and new springs that would accommodate the increase in weight from the V8.”

    With the Ground Control coilover setup endowing the E30 with pretty much the perfect ride height, all that was needed now was the perfect set of wheels to adequately fill those swollen arches. You’ve no doubt been staring at the pictures for a while now so you’ve probably identified what the Griot’s Motors team decided to fit: HREs. Is it wrong to get excited about HREs? Like, really, really excited? They just look so good here. Choosing a flat-faced wheel rather than the default dished design is a bit of a ‘woah’ moment but, despite being a thoroughly modern wheel, the classic crossspoke design brings to mind the BBSs that the E30 M3 originally wore so well. And that’s exactly why these 501Ms were selected for this build. They allowed the Griot’s team to keep that factory look while giving them the modern size and width options they wanted for an aggressive stance. And while deciding on the final colour took some time, the brushed gold that was chosen is not only gorgeous but a perfect match for that bright red body.

    Right now, you’re probably reeling because, let’s be honest, there’s a hell of a lot to take in here, but Griot’s isn’t finished with you just yet because now we come to the interior. And, well, it’s a bit special. Up front, the M3 theme has been carried over from the outside with reproduction tricolour M Tech cloth applied to the doorcards and front seats, a retrimmed M Tech I steering wheel with tricolour stitching, and an M gear knob.

    In the back, however, well that’s where everything goes crazy. The rear passenger and luggage area has been transformed into a mobile product display and valeting station: this is a car that can wash itself.

    Well, not literally, but you know what we mean. The rear seats have been replaced with a custom aluminium water tank and hose while the entire boot has been fitted with a custom enclosure that allows the entire range of Griot’s Garage detailing products and polishers to be displayed. The whole affair has been beautifully finished and looks magnificent. It’s a very different boot build to the ones we’re used to seeing but no less impressive.

    The Griot’s Motors E30 Touring is the vehicular embodiment of what Griot’s Garage and its skunkworks outfit stand for. It’s an incredible creation, one that’s come about from the vision and imagination of a small group of guys and one that could only have been created by people with nothing less than absolute passion for cars and for modifying them – because what kind of person decides to build a two-door Touring?

    So much care and attention has been poured into not just making sure that the end result looks absolutely perfect, which it does, but also making sure that everything has been built to the highest possible standard and finished to absolute perfection. The goal was to make a car that looked like it could have rolled out of BMW’s own factory, and this car is that and so much more. And beyond showcasing what Griot’s Motors is capable of creating, the on-board valeting station showcases what Griot’s Garage is all about. This really might be the cleanest car we’ve ever shot. Best of all, this Touring isn’t about to be tucked away or sold, it’s going to be hitting the 2017 shows across the USA. And after that it’s going into rotation for regular driving whenever anyone wants to because, after all, that’s what it was built for. And that makes us very happy indeed.

    “We went a little mad and cooked up a crazy vision for the car – one that had never been done before”

    DATA FILE #Griotʼs-Motors two-door #BMW-E30 / #BMW-V8 / #BMW-Touring / #BMW-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E30 / #BMW / #Griot's-Garage / #BMW-E30-Griotʼs-Motors / #BMW-Touring-2-door / #BMW-E30-M60 / #BMW-E30-V8 / #Getrag / #HRE /

    FILE ENGINE AND TRANSMISSION 4.0-litre #V8 #BMW-E30-M60B40 / #M60B40 / #BMW-M60 / #M60 , custom engine mounts, rocker covers painted red, engine bay shaved and smoothed, custom coolant and power steering reservoirs, tucked wiring harness, custom cold air feed from full beam headlight hole, X5 exhaust manifolds, custom #T304 stainless steel dual 2.5” exhaust, #Getrag six-speed manual gearbox, fabricated transmission saddle, tunnel reinforcement, custom propshaft, 2.93 LSD rear end

    CHASSIS 8x17” (front) and 9x17” (rear) #HRE-501M wheels in brushed gold with 215/40 (front) and 235/40 (rear) Falken Azenis RT615K tyres, reinforced subframes, fully polybushed, rear trailing arm camber adjustment, shortened and reinforced front strut housings, fully-adjustable #Ground-Control coilovers with adjustable #Koni struts, camber plates

    EXTERIOR Full OEM steel E30 M3 body panels including front and rear quarter panels, E30 coupé doors, side skirts, M3 bumpers (front and rear), full respray in #PPG-Deltron Griot’s Red

    INTERIOR Seats and door panels retrimmed in reproduction M Tech cloth, retrimmed M Tech I steering wheel, six-speed M gear lever, new OE carpet, rear seats removed, custom aluminium water tank and hose, water jet-cut product display area in boot

    THANKS Thank you to our sponsors, HRE Wheels, Brembo Brakes and Ground Control Systems. Thank you to J-Rod & Custom, McFarland Upholstery, Kassel Performance, Falken Tire and the hard work of Forrest Davis and Tim Willard of Griot’s Motors – without them, this project would have never been completed

    “The plan was to have an engine bay that showed off the most beautiful aspects of the engine”

    Shaved and smoothed bay ensures that all eyes are on that V8 when the bonnet’s up.
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    BMW never offered an E46 M3 Touring, that’s just an unfortunate fact of life. But if you saw Marc Norris’s Touring rolling down the road, you might find yourself re-evaluating what you think you know… Words: Daniel Bevis Photography: Darren Maybury.

    “When I build something, I want it to look like it just came out of the factory”

    Stunning E46 M3 Touring / Estate of the Union BMW never made an E46 M3 Touring but if it had, it should have looked like this one.

    If you want to whip 3 Series fans up into a lather, try tossing the phrase ‘M3 Touring’ into the conversation and just standing back to see what happens. It’s a conversational grenade. You see, everyone with more than a passing interest in the Bavarian propeller badge wants a longroof version of the M3 to exist, and to have existed. Everyone. It’s just a fact of nature, as real as the tides and the inevitability of Monday mornings. Watch in amusement as they reel off phrases like ‘missed opportunity’ and ‘the best car that #BMW never built’. This is not without precedent, of course… the money-men at BMW HQ saw fit to greenlight a Touring variant of the M5 back when the E60 was doing the rounds, so what was wrong with the idea of shoehorning an #S54-Dinan motor and some beefed-up chassis componentry into a 3 Series shell that was happy to swallow a wardrobe? Well, it’s just one of life’s mysteries.

    Thankfully, for a miniscule but dedicated clique of enthusiasts, the question of ‘what was wrong with the idea?’ can bullishly be answered by the phrase ‘nothing at all, so I’m going to make one’. And that’s exactly what’s happened here: the car you’re looking at may not have rolled off the production line as a bona fide M3 Touring, but it’s about as near as you’re ever going to get to happening across the genuine article. And it’s all down to the skills and dedication of a fella by the name of Marc Norris.

    Now, Marc is an interesting guy to know. The powerhouse behind Bavarian Workshop in West Hills, California, what he doesn’t know about enhancing and enjoying BMWs probably isn’t worth knowing. “My friends call me ‘the mad scientist’,” he grins, “so that should give you some idea…”

    Seasoned readers may recall the M2 that Marc built a few years back, fusing a 2002 with the running gear from an E30 M3. “I modify everything I own,” he laughs. “I’ve built some fun cars, with that M2 being a prime example. I’ve built turbo cars, engine swaps… an S54 into an E28 M5, an S52 into an E30 sedan with six-speed and five-lug conversion… My big thing is subtlety – when I build something, I want it to look like it just came out of the factory.” Admirable sentiment indeed, and you can see why Marc is the ideal candidate to hand-craft ‘the best car that BMW never built’.

    A little background, then, to see where this whole legacy of lunacy stemmed from. Bavarian Workshop, the hub of all of this Teutonic mischief, was founded back in 1978, and Marc purchased the company 21 years ago. It’s primarily a service shop, although his entertaining modifying proclivities are neatly catered for by virtue of it being an official Dinan Engineering dealer too. “Modifications have always been a part of our DNA,” Marc eagerly confirms. “Along the way there have been many projects, big and small, as people found out about our capabilities. And this particular project was started here at the shop with the engine and trans swap, before I took it home and stripped the interior and some other mechanicals. I have a full shop at home, and am trying to expose my nine-year-old son to my madness!”

    Okay, so why an E46, why now? “Well, I just love the E46 M3,” he says. “I mean, I love all M3s, as my garage would attest, but I’d sold an E46 a few years ago to get into a new house, and it stuck in my head – along with a comment a friend made years ago about the idea of an M3 Touring. It kept rolling around in the back of my mind. Something made me start doing some research, and then I found the pictures of the BMW Touring in the underground garage,” he says, referring to BMW’s own one-off M3 Touring Concept that lives in the mystery bunker beneath BMW M GmbH at Garching. “My wife’s Touring’s transmission had given up the ghost a couple of years ago, and I got her an X1; I kept the E46, as the idea was there.” And there you have it, the kernel of a project. But it’s one thing to conjure up such a strategy – it’s quite another to spirit it into reality. Unsurprisingly, there’s a lot of work involved.

    Still, Marc’s not afraid of a bit of hard graft. You have probably gathered that. And with the idea blossoming in his mind, he set about finding a donor, which soon arrived in the form of a #2002 M3 Coupé on Craigslist. The car had hit a pole, which took out the radiator and condenser, but on the whole it was in remarkable condition and presented itself as the perfect donor. The cherry on the cake was that its production date was only two months adrift from his Touring; for a man who prizes authenticity, this made it a no-brainer.

    “So, the car’s sitting here at the shop, and I decide I’ll stick the drivetrain and suspension in while it’s here and then trailer it home,” Marc recalls, luxuriating in the story with the slippery ease of the seasoned raconteur. “That bit was just a straight parts swap, no biggie. The interesting part came when I got it home and started gutting the inside…”

    It’s a truism to say that the M3 is quite a focused machine, with lots of model-specific parts to differentiate itself from lesser 3 Series – that’s why they’re so celebrated, and command the premiums that they do – but if you really want this thrown into sharp focus for you, try stripping down the two cars in parallel and playing a bit of spot-the-difference.

    Take the exterior, for example. It’s not just a case of unbolting the Touring wings and whacking the M3 items on there. Marc’s front wings are sectioned together with parts from both cars, to ensure that they mount properly while also having the correct M3 flares and grilles; the coupé items are a good inch longer, and that’s the sort of panel gap disparity that people would probably notice. And the rears? Well, obviously the station-wagon is a bit taller at the back, so the sportier bits have been cut straight out of the M3 and grafted into the Touring to follow its natural lines. The dedication to a factory-quality finish is total.

    Another area that you might not necessarily think of is the boot floor – in this instance it’s been entirely removed and replaced with the M3 Coupé’s panel, which is rather flatter and thus allows the quad-tail M3/Dinan exhaust system to exit beneath. You see, once you start digging into a non-M3 E46, it’s surprising just how deep the rabbit hole goes.

    For the sake of completeness, the roof rails were removed and factory delete covers colour-matched and installed, while all of the exterior trim was reworked in BMW Glanschwarz (Gloss black) to reflect the OEM appearance of the M3. And to top it all off, the finished shell’s been blasted in a fresh coat of metallic Stahlblau (Steel blue).

    Naturally an M3 is more than just a mighty engine and some pumped up arches. There’s quite a lot going on under the skin. “I’d totally gutted the shell in the knowledge that I wanted to fit the #BMW Professional Navigation, Harman Kardon stereo and, most importantly, my wife’s favourite – heated seats!”

    Marc explains. So the car now features E91 Touring seats with functional active bolsters and heaters (because you have to do what the boss says sometimes), which are neatly complemented by the ‘Silver Cube’ trim from the Competition package and, rather brilliantly, a nav screen that’s been specially programmed to display the M logo when you get in. The devil, as they say, is in the detail.

    “I also wanted to convert it from auto to manual,” he continues, to the great satisfaction of driving enthusiasts everywhere, “as well as add the parts from the M3 running gear into the harness… so I had both cars at home and I stripped the harness out of the M3 and laid it out next to the Touring, taking out all the sections I needed to add those accessories.”

    And when he uses terms like ‘parts’ and ‘accessories’, don’t take these words euphemistically – we’re talking about a full-on chassis conversion, with the M3 front and rear subframes swapped over complete with brakes and suspension, the latter of which was then upgraded to Dinan/Koni Stage 3 spec. When Marc says he wanted to build a factory-quality M3 Touring, he went all-in. “For all intents and purposes, this is an M3,” he says, and it would surely be churlish to disagree.

    It really does sound as if this radical yet subtle custom is having the desired effect too. “I use the car as a daily driver to work, and it’s funny seeing people react, as most don’t know a car like this never existed,” Marc smirks, mischievously. “When I go to car shows, a lot of times people walk by just thinking it’s a standard car, but the people in the know – they freak out! It’s so funny! And there have been more than a few times when someone will walk up and go ‘nice M3’… and then realise it’s a Touring. And then just have a cow! It really is amazing to hear how many people dig wagons.”

    And that, of course, is all part of the fun. The original brief was to make the M3 Touring that BMW never did, and along the way he’s managed to interweave a certain frisson of specialness that’s endeared it to both his wife and the Californian BMW community at large. As his own State of the Union address, this M3 makes a pretty clear statement for Marc: sure, something may not exist, but that doesn’t mean it never can. The proof, in Steel blue, sits right before you.

    CONTACT Bavarian Workshop / Web:

    “It really is amazing to hear how many people dig wagons”

    TECHNICAL DATA FILE E46 M3 Touring / #BMW-M3-Touring-E46 / #BMW-M3-CS-Touring-E46 / #BMW-M3-Touring / #BMW-M3-E46 / #BMW-E46 / #BMW / #BMW-E46-Touring / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E46 / #BMW-3-Series-Touring-E46/3 / #BMW-E46/3 / #BMW-M3-E46/3

    ENGINE AND TRANSMISSION: #S54B32 / #BMW-S54 / #S54 3.2-litre straight-six, #Dinan-high-flow-air-intake , Dinan free-flow exhaust system, #Dinan software, M3 ducting, trim and radiator/condenser cooling package, M3 oil cooler and ducting, six-speed manual, #M-differential

    CHASSIS: 19-inch #Apex wheels with 245/35 (front) and 265/35 (rear) Michelin Pilot Super Sports, Motorsport Hardware competition wheel studs, full M3 front and rear subframes including suspension and brake setup; Dinan / #Koni Stage 3 suspension kit, reinforced rear subframe mounts

    EXTERIOR: Custom front wings sectioned together from Coupé and Touring items, LCI bi-xenon headlights, M3 CSL front bumper cover with carbon fibre winglets, coupé rear wings sectioned into Touring quarters, boot floor swapped for flatter M3 Coupé version, allowing fitment of Dinan/M3 quad exhaust, roof rails removed and factory delete covers installed and colour-matched, all exterior trim swapped to BMW Glanschwarz enamel, full repaint in Stahlblau (Steel blue Metallic)

    INTERIOR: Heated E91 Touring seats with functional active bolsters, M3 dials, BMW Professional Navigation, Harman Kardon stereo system, Bavsound complete speaker upgrade, BMW Bluetooth telephone integration, ‘Silver Cube’ trim from Competition package, M Performance gear knob, gaiter and handbrake handle, M3 steering wheel, BMW M door sill trim (front and rear), custom programming to show M logo on nav when entering car

    THANKS TO: World Class Paint and Body for the amazing factory-like work, Dinan Engineering, BavSound for the killer sounds, Motorsport Hardware, Chase, for all the help, and my wife Suzin for supporting my long hours in the garage

    “People walk by thinking it’s a standard car, but people in the know freak out!”
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    4 THE WIN

    Bagged, with gorgeous HRE splits, this BMW E93 Convertible is one slick sun-seeking ride. Eva Verzelen isn’t your average modifier, she’s a female and back with her latest toy – an E93 320i – her fourth feature in just as many years. We think you’ll like her… Words: Joel Newman. Photos: Kevin Raekelboom.

    Successful aftermarket styling has been and will remain a subjective concept. What floats one person’s boat may invariably sink another. Whatever styling cues you take the chances are some will appreciate your work, others will not. However in the case of Eva Verzelen’s E93 320i we beg to differ. The subtle tweaks and revisions Eva has made to her latest motor have created one of the most desirable cars we’ve ever laid eyes on.

    Don’t be too surprised though, our heroine’s had rather a lot of practice. You’re currently looking at Eva’s fourth feature in Performance BMW. Previously her ICE’d up E46 316i graced our 01/04 issue. Developing and perfecting this same car, Eva was back in 09/04 with the addition of a two-tone paint scheme, wide-arch styling and fresh leather. Following on from this, a two-year gap gave Eva just enough time to completely overhaul the family pin-up. In 06/06 the final incarnation of the E46 was completed, and this time it had grown up somewhat. Gone was the two-tone paint, replaced by a marvellous House Of Kolor Brandy hue, in place of the Racing Dynamics rollers were a set of gold powdercoated HRE rims, styling was improved with M3 bumpers and a CSL boot lid. It had, unlike so many projects, matured and improved over time. As trends and attitudes changed, the less is more approach to modifying started to catch on and quite rightly Eva was leading this field.

    Like any good parent though, she also appreciated there comes a time when, however attached we’ve become, we must let go.

    Some two and a half years later Eva is back once again, and she’s got a brand new look. It’s often worrying when previous feature car owners get in touch to say their latest project is ready. It can be a rather awkward situation if we feel their new creation isn’t what our readers are looking for, especially when they’ve already got it right once before. Thankfully and impressively we can put our hand on our hearts and tell you that with each successive feature Eva’s cars have got better and better.

    For the past four years, Eva has steadily been building up her Internet business and the hard work has paid off. Like many of us she has always dreamed of owning a brand spanking new BMW, and deservedly she has finally achieved just that. “I’ve always been in love with the E46 Convertible, but when the E93 came out I fell in love all over again! When the hard-top arrived my lust developed to the point where it couldn’t be ignored; whatever the cost I had to have one.”

    As a Belgian resident Eva wasn’t struck with the usual performance dilemma as driving a car with any thing larger than a 2.0-litre engine on this side of the Channel is an offence punishable by death, or so we’re led to believe… As such the decision of which lump to go for was removed from the equation, leaving Eva with the enviable task of picking her favourite colour and determining how she would transform the car and earn an unbelievable fourth feature. Before we go any further you need to be furnished with the facts. Eva is married to a gentleman named Geert, who just so happens to be the director of the European chapter of US-based styling forum and drives a dazzling Alpine white, chrome rimmed E60 too.

    The pair enjoy weekend jaunts to various shows, sharing a passion for modified cars, as well as each other. I guess it’s fair to say it’s the kind of relationship we all hanker after; no one likes the sour look on a partner’s face when that passion is not shared and you’re trying to justify your latest outlay.

    “I know they cost two thousand pounds darling, I know you’ve been wanting to go on that holiday, but just look at her, she’s 30mm lower all round!” It takes a woman like Eva, or a husband like Geert to smile and say “what’s next?”

    So with ample encouragement and a sprightlier bank account than ever before, Eva jumped in head first and purchased a pristine Alpine White III E93. Being a new car Eva was free to spec it as she saw fit, which enabled her to get the foundations of her dream project in place. “I’ve always fantasised about a white BMW with Shadowline trim and a red leather interior and I was finally in a position to just tick a box and have it. Along with the six-speed manual transmission I knew I had all the bases covered, and I certainly had a good idea where I wanted to take the project.”

    Even before taking delivery, Eva and her friends on had discussed which direction to take the car and unanimously the OEM plus look won the day. “I’d done the wide-arch look, I’d had the two-tone paint and at the time they really captured the scene. In the past few years my tastes have changed and standards on the scene have gone up so it was important to me that my car reflected this.” After only two days of ownership her new toy was subjected to its first enhancements. In keeping with her new clean and simple ethos, Eva ordered a carbon Vorsteiner front lip spoiler and replaced her standard rollers with a set of polished lipped, powdercoated gold 19” 540R HRE rims, the perfect complement to the white paint scheme.

    Eva was then keen to get the car’s stance just right, an often under-appreciated side of chassis augmentation that can make or break a car. Regardless of which suspension you’ve opted for, getting the correct combination of ride height, wheel size and tyre profile is paramount to the way a car sits, and Eva knows it.

    So much so that she took the plunge and created the world’s first E93 Cabriolet with air-ride. Although common on street rods and mini trucks and OEM on many luxurious cars from the likes of Maybach, Rolls Royce and Lexus, air suspension is still viewed with scepticism, mostly through ignorance than anything else. While it is true that in the past ’bags have been a little unreliable, today, that is simply not the case. The truth is that air-ride is not suitable for everyone.

    Basically, if you don’t spend time on track and are more of a cruiser than a racer then air-ride should be recommended. It’s comfortable, useful and enables you to have your car far lower without the normal headaches. Yes it may be expensive but it makes a huge difference to the appearance of any car, and at the touch of a button makes the impractical practical. Eva entrusted the car to JV-Tuning who faultlessly installed the system, which is no mean feat considering it is a world first.

    Subsequently this E93 has got its stance just right, and it’s partly because of this that everything else falls into place. The success of the project cannot be gifted to the suspension and wheels alone, as they say the Devil is in the details.

    Starting with the exterior transformation Eva has been quick to personalise her ride, her first step being the redesign of the rear bumper. With the help of Jem Design the bumper has been smoothed and a custom rear carbon diffuser integrated. It’s a stunning piece of work that looks like a factory fitted item and hints at the E46 M3 CSL’s rear end. We’re aware Eva’s colour scheme adds to its appeal but BMW’s latest M3 could certainly have benefited from such defining styling cues. Alongside the custom quad exhaust Eva plumped for, it has rear of the year written all over it.

    Along with the delicate integration of carbon door mirrors, black kidney grilles and the aforementioned Shadowline trim, every facet that creates the car’s image adds something to the mix.

    With the car coming along rather well Eva was keen to break the mould even further. “The air-ride was something I’d always dreamed of but there were other chassis modifications I was desperate to acquire. For me, a big brake kit sets off any car and I had envisaged the look of big red calipers peering through my gold HREs. People thought it was a waste of money because it’s only a 2.0-litre engine, but it’s not the case. The brake kit not only stops the car on a penny and looks a treat, it also ties the interior in with the exterior and that for me completes the car. It is my favourite modification.”

    With 335mm front and rear discs and six- pot and four-pot calipers respectively, the XYZ big brake kit was complete and Eva was finally pleased with her car’s exterior.

    The interior was, as you’d expect, rather nice to begin with so with the addition of a few M-Tech goodies such as the steering wheel, handbrake, pedals and footrest, all that was left to do was throw in some custom Europrojektz mats, stuff a BMW Performance strut brace under the bonnet, take a few photos and email them to Performance BMW magazine.

    DATA FILE #BMW-E93 / #BMW-320i-Convertible / #BMW-320i-Convertible-E93 / #BMW-320i-E93 / #BMW-320i / #BMW-3-Series / #BMW-3-Series-E93 / #BMW-3-Series-Convertible / #BMW-3-Series-Convertible-E93 /

    ENGINE & TRANSMISSION: Four-cylinder 2.0-litre #N42 / #BMW-N42 / #BMW with reworked air box, custom quad exhaust system. Manual six-speed gearbox

    CHASSIS: 9x19” (front) and 10x19” (rear) gold powdercoated 540R 19” #HRE wheels shod in 225/35 and 255/30 Pirelli PZero Nero tyres respectively. BSS air suspension with #Koni adjustable coilovers, #BMW-Performance strut brace. #XYZ big brake kit with six-pot front calipers and four-pot rear calipers mated to 355mm discs

    EXTERIOR: Shadowline exterior trim, de-badged, carbon #Vorsteiner front lip, custom rear bumper with integrated carbon diffuser, carbon door mirrors, matt black kidney grille

    INTERIOR: Sports seats in Coral red Dakota leather, High Gloss interior trim, black Alcantara carpets with Europrojektz logo, M-Tech steering wheel, handbrake handle and gear knob, pedals and footrest

    THANKS: Jurgen at JV-tuning, Dario, Yves and my husband Geert

    This E93 has got its stance just right, and it’s partly because of this that everything else falls into place
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    A stunning #S52-swapped E30 from Hawaii. Hawaii’s Wil Snyder may have started his E30 build whilst at high school, but now he’s doing nothing but schooling others with an S52 swap and a stance to die for – did someone say Hellaflush? Words: Ben Koflach /// Photos: Sam Dobbins

    Hawaii. It’s not a big place, but there’s a lot more to it than pineapples and hula skirts. Take Wil Syder’s E30 for example; since buying it at high school, he’s built it up bit-by-bit to create what is – I’d be willing to bet – Hawaii’s finest.

    Things began with Wil’s first car, which was also an E30. It gave him the bug that no doubt resulted in the car you see before you, but his first car wasn’t to be… It was working fine until, in 2005, a pair of 80- something-year-olds didn’t spot it and crashed into it head on. So it was time for Wil to look for another car, and that same day he spotted what was, in his eyes, the perfect replacement. “It was like it was meant to be, though the car was pretty bad,” he says, “the bodywork was oxidised and the clutch was seized, but I knew I had to have it.”

    Fitting working on the car around high school, it was always Wil’s plan to build his new E30 into a race car, “then stance really came out, and I got into it. I loved it,” he laughs. So with that in mind, Wil set about preparing the car for paint. With budget a particular key factor, he decided to complete the work himself, and after getting the exterior prim and proper – as well as removing the aerial, washer jets and rear spoiler whilst binning the chunky chrome bumpers and fitting slicker plastic items from the later E30s – it was almost time for the paint.

    As with any stance-pursuing build, it was going to be essential to run the tyres as close to the arches as possible, and therefore some arch rolling was in order. “Out of everything I’ve done on the car, getting the arches rolled nicely was really difficult. The rear arch fold is really thick on E30s – in the end it was easier to cut it out.” With that completed and the car freshly painted, it was time to really take the gloves off…

    “I found the wheels in a junkyard next door to where I used to work,” explains Wil, “they were the wrong PCD but the guy selling them didn’t have a clue what they were so I picked them up cheap and set about rebuilding them myself.” Wil started with the centres, which were sent to Rotiform for redrilling, taking them from 114x4 to an E30-friendly 4x100. At the same time, they were powdercoated in silver for a fresher appearance when compared to the shabby state they’d been in. Next up, Wil placed an order for gold bolts and monstrous 3” stepped lips, which he used to rebuild the wheels himself. The result? Going from a 6.5x15” ET36 to a 9x15” ET4 with deeper dishes than I think I’ve ever seen on a set of RS’.

    You might expect the decision of what to shoe the BBS’ in to be a simple one – the skinniest tyre that can be stretched on it, right? Well, wrong. Harking back to his original intention of building a race car, chunky 225/50 Falkens grace each corner.

    It’s certainly controversial, but it really works and spells out a bit of menacing intention. For keeping the tyres nicely snug with the arches, Wil has used Ground Control coilovers, comprising Koni struts which have been shortened 2” at the front, with 525lb springs at the front and 750lb items at the rear. Combine those with Treehouse Racing front control arm bushes, as well as the other bushes, which have been swapped out for superior polyurethane items, Ground Control camber plates and Suspension Techniques anti-roll bars, and you’ve got a rather promising looking chassis. Wil hasn’t been shy with the stance either – with front camber set to the maximum and the tyres practically skimming the arches, it sure as hell looks effective.

    The next area to catch Wil’s attention was under the bonnet. S52 swaps are becoming more and more popular over the Pond, and with it being a relatively simple conversion, he decided it was time he got involved. Being on a tight budget, Wil decided that the best way to achieve the swap was by going along to a car auction which was selling insurance write-offs. As it turned out, he managed to bag himself an accident damaged ’98 Z3 M for just $1400. And once it was home, it wasn’t long before Wil had stripped it of its S52 engine and running gear to put into the E30. “The motor swap was straight forward – four days after picking up the first spanner, it was in and running,” smiles Wil.

    Some guys have all the luck, eh? And skill. With 3.2 litres of straight-six now nestled under the bonnet, a Z3M gearbox, propshaft and a 3.23 final drive ratio limited-slip differential, Wil really had the performance he’d always sought after. But for him, it wasn’t quite enough.

    As well as having been converted to OBD1 for the engine swap, Wil fitted a 3” custom exhaust to make everything fit properly, and to give it some extra shout. This was linked to free-flowing Euro-replica exhaust manifolds, and to match air and fuel flow at the other end, Wil’s utilised a 3.5” air mass meter (from Euro-spec E36 M3s and E39 5 Series V8s) and 21.5lb/hr injectors. A Turner Motorsport chip and underdrive pulleys finish it off. Wil also fitted an E34 M5 master cylinder, brake servo and custom remote reservoir – making more room under the bonnet – and saving the sump from certain death is a RaceSkids 24v-specific skid plate, which sits 1.25” off the floor.

    During a recent dyno session, the results Wil’s E30 achieved were very respectable – despite only being relatively mildly tuned, the S52 managed to peak at 219.98bhp and 211.52lb ft of torque at the wheels – certainly enough to propel the E30 along the Hawaiian roads at quite a speed.

    Finishing the car off, and sticking to the race car dreams that he’d always had, Wil decided to strip out all of the carpet, sound deadening and quite a few chunks of interior trim. He then installed a few gauges and a dished Sparco steering wheel – a quirky contrast with the black leathers. Wil’s debating whether to install a roll-cage in the future, but whatever he does, I’m sure it’ll only enhance this rather cool E30.

    Still think Hawaii hasn’t got much to offer the #BMW scene? Think again. Wil’s shown that loving a trend doesn’t mean you have to build the same as everyone else. Love it or loathe it, you can’t deny that this E30 has impact. Built not bought, DIY… however you want to describe it, Wil’s done it all himself, and the results are as slick-as-you-like. Who says cars built on a budget can’t rule?

    An S52 swap with some mild tuning sees Wil’s E30 performing like the race car he’s always dreamed of, while camber plates are set at maximum negative camber for a killer stance!

    Chunky 225/50 Falkens grace each corner. It’s certainly controversial, but it really works and spells out a bit of menacing intention.

    DATA FILE #BMW-E30 / #BMW / #BMW-E30-S52 / #BMW-E30-Coupe / #Turner-Motorsport / #BMW-3-Series-E30 / #BMW-3-Series

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S52 / #BMW-S52 , converted to OBD1, 3.5” #MAF sensor, 21.5lb/hr injectors, #Turner-Motorsport underdrive pullies, #Euroreplica exhaust manifolds, 3” custom exhaust, Turner chip, #Raceskids 24V skid plate, Z3 M Roadster gearbox and diff (3.23 LSD)

    CHASSIS: 9x15” #ET4 #BBS-RS three-piece split-rims, 3” lips and gold bolts, centres powdercoated and redrilled for 4x100 PCD, shod in 225/50 Falken tyres. #Ground-Control coilovers using front adjustable Koni shocks and rear #Koni yellow shocks, front strut housings cut 2”, 525lb front springs, 750lb rear springs, Ground Control camber plates, Suspension Techniques front and rear anti-roll bars, Treehouse racing front control arm bushings and fully polybushed elsewhere, new ball joints, Z3 M Roadster steering rack and pinion. Standard brakes with E34 M5 master cylinder and servo with custom remote reservoir

    EXTERIOR: Full respray in #Misano red, plastic bumpers, washer jets and aerial removed, iS splitter

    INTERIOR: #Sparco dished steering wheel, carpets and sound deadening removed, various gauges added

    THANKS: My girlfriend for supporting me and putting up with the long nights and money spent on the car, Rotiform for sorting the wheels, everyone else who has got involved with the car, Sam Dobbins for the shoot
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    Wide arched #BMW-E30 flexes its muscles. The combination of E30 Touring and V8 is hard to beat. Forget keeping it original, this #V8-powered E30 Touring is all about doing what looks good and feels right. Words: Elizabeth de Latour. Photos: Matt Woods.

    While the thought of straying from the Bavarian region when it comes to tuning BMWs gets some enthusiasts ranting about desecrating engine bays with American and Japanese engines, or destroying the sanctity of M cars with air-ride and big ICE installs, we really couldn’t give two hoots. We think that building a car that looks good and makes you happy is far more important than building one that keeps other people happy.

    That’s Paul Harding’s philosophy too because, when someone builds an E30 running Porsche wheels and a Ferrari steering wheel, you know they’re not going to care what anyone else says on the matter.

    Paul’s previous big build, a supercharged beast of an E39 M5, popped up in these pages last year and he’s a man who has been afflicted with the chronic modifying disease – he just can’t leave cars alone. It’s funny to think that when the E30 was launched and BMW designed the practical Touring for family sorts, they could never have imagined that it would become something of a darling of the modified #BMW community. Fourdoors, two-doors, soft-tops… they’re all well and good but, for some reason, when it comes to the E30 it’s arguably the Touring that has the most appeal.

    It’s a great-looking car for starters, with something so very right about the long boxy shape and it requires very little work to get it looking absolutely spectacular, a hugely beneficial E30 trait. Of course, whether or not you consider the application of Porsche wheels to result in spectacular looks is another matter entirely, but you can probably guess which way we’re leaning on the matter…

    Paul bought this car because of the V8. His friend, Phil Nobes, had an M60-powered E30 and, having sampled the combination of big, brawny bent eight and small, lightweight 3 Series, Paul fell in love and wanted some of that in his life as well. “I found this car on eBay for sale up in Dundee,” says Paul. “The swap was already completed, though it was unfinished – there was no rad, for example, and it wasn’t ready to be driven. It was a really nice car, though, with full leather, an LSD and BBS RMs, plus someone else had already done the work to get the engine in the car and running, so I bought it and trailered it down from Scotland.

    “I had a vision that the E30 was going to replace the E36 M3 drift car I had at the time and was planning to do a supercharged S62 swap. I bought the blue E39 M5 that ended up being featured in PBMW as I was going to use the engine from that for the swap. I stripped the E30 completely but then changed my mind – the shell was so solid that I had to put it back together and ended up supercharging the M5 instead, which I’ve since sold. I thought about supercharging the E30, but actually I’m going to supercharge another E39 M5 instead. I bought a Chromie E30 in the meantime as well, but ended up selling that as this Touring was just too good. That’s when I decided not to turn it into a drift car and make it into a road car instead as there are so few really clean V8 E30s about. It’s actually harder to build a full interior road car as it takes some thought and planning, rather than just pulling everything out.”

    The engine bay needed a bit of work when Paul first got his hands on the car: “I knew I didn’t want a full shaved and tucked bay, but I wanted to tidy it up and make it look good.

    I made the effort with the attention to detail as I wanted the engine to look like it belonged in there; the brake servo, for example, is now in the glovebox, and I fitted a 530i air box as I didn’t just want a generic induction kit.” The result is an exceedingly neat and tidy but functional, working engine bay rather than something that looks like it was built more for display purposes than acting as the business end of a car. Further helping to complete it, along with a fullyfunctioning rad, is the stainless tubular exhaust manifold which leads to a custom exhaust system that makes a wonderful noise, which is a requirement from anything with a V8 under the bonnet.

    The interior has been significantly changed from its original configuration. Gone are the leather seats, with a cloth bench at the back and a pair of Vabric buckets up front, which happens to be Paul’s seat company, which he runs alongside his garage, Super Duper Garage. Yes, really. It’s an awesome place that Paul has put a lot of thought and flair into. It carries with it the same passion that flows through all the cars he owns and the projects he’s got on the go, and there are quite a few of those.

    Alongside the seats there’s a digital water temp gauge by the driver’s right knee, a Z3 short-shift and then there’s the small matter of that well-worn, Ferrari-badged Momo steering wheel. It is attached to an E36 steering rack and has something of a story behind it: “I actually bought the steering wheel when I was 19 as I liked how it looked but had no idea it was actually the exact same Momo that was fitted to the Ferrari 348 from the factory. I have fitted it to countless cars that I’ve owned so naturally I had to have it in the E30. I also wanted to wind people up…” he chuckles. So, while it may have not worn a Ferrari badge originally, it’s entirely entitled to do so and is guaranteed to put a few noses out of joint with it. Finally, the load space is home to something that purists will most definitely approve of: a genuine, rare, BMW E30 boot liner, which is a nice period touch in a car with so much else going on.

    As far as looks are concerned, the car’s been dropped to within an inch of its life and you’re definitely not going to miss those custom bolt-on arch extensions. Paul had originally made them for Phil’s E30 but he couldn’t resist making them for his Touring as well. We don’t blame him, they look awesome. The body-coloured finish mean they aren’t overly aggressive, but definitely give the slimline E30 a bit more of a purposeful stance, as well as creating more room for those wheels: “I’ve had quite a few sets of wheels on the car – 16” RSs, Rondells, 17” Dares and then these Eta Beta Turbo Twists, which weren’t meant to go on this car at all. I bought them for an ’84 Porsche I had but I hadn’t fitted them when I was thinking about wheels for this. I wasn’t sure what to go for so considered putting these on – people said they wouldn’t fit, so that made me determined to get them on. They’re a 5x130 PCD, measuring in at 9x18” and 9.5x18”. They took a little work but I got them on, despite what everyone told me.”

    Now, technically, they’re not Porsche wheels, but they’re very Porsche-looking and that’s even before you add the Porsche crest centre caps. They’re good looking wheels too and they suit the E30 perfectly. 18s are a big wheel for the car to pull off, but the stepped lips and 17” matt anthracite centres make the wheels look a bit smaller, meaning they don’t dominate the car at all.

    While they may not have been destined for the E30, with that drop giving it an awesome stance, they add something extra that catches your eye on an otherwise very stealthy build.

    “I tinker with the car every now and again when I get the time, which isn’t often,” says Paul sullenly, with Super Duper Garage taking up the bulk of his time, and other projects also wanting attention. “I am really sad that I’ve not had a chance to drive it much; I’ve done just five miles in it in three years, which is bad. Those five miles were fun though and it’s a really practical car, but I’ve fallen in love with E39 M5s – I like to drive hard and I prefer their longer wheelbase as they are less snappy. In fact, I’ve got one waiting to be supercharged when I get a chance. I’m going to sell the Touring, and I always sell my cars completely done up, with all the bits and pieces fixed for someone else that I was meant to do for myself.”

    That’s something that really strikes a chord. We get our cars to their absolute best and then end up selling them rather than being able to enjoy them, with someone else getting to enjoy the fruits of our labours. Such is life. The Touring has, in fact, been sold since we completed this feature and whoever’s bought it has landed themselves an awesome machine that’s fully sorted. As for Paul, he doesn’t have time to be sad about selling the E30 as he’s got his hands full with numerous other project cars, all vying for his attention and in varying states of progress. The important thing is that he got to build and own an awesome and rather unique E30 Touring.

    decided to make it into a road car as there are so few really clean V8 E30s about.

    Single-piece Vabric buckets inside along with that Ferrari Momo steering wheel and a water temp gauge.

    DATA FILE #V8 #BMW-E30-Touring / #BMW-E30 / #BMW-E30-M60B40 / #BMW-E30-M60 / #BMW-E30-V8 / #BMW-E30-V8-M60B40

    ENGINE AND TRANSMISSION 4.0-litre V8 #M60B40 / #M60 / #BMW-M60 from E34 540i, hand-made and wrapped tubular exhaust manifolds and exhaust system with switchable #Vabric cut-out valve, E36 M3 auto radiator, #Mocal remote oil filter, electric fan with switch-in rad and override button in the car, E36 steering rack, battery relocated to boot and hidden, brake servo hidden inside the car behind the glovebox, relocated header tank, 530i air box, five-speed manual, 3.64 LSD

    CHASSIS 9x18” (front) and 9.5x18” (rear) #Eta-Beta-Turbo-Twist three-piece wheels with polished lips and matt anthracite centres, with 215/35 (front) and 225/35 (rear) tyres, #Koni inserts (front), #GAZ adjustable dampers (rear), extensive polybushing, 325i rear beam and front brakes.

    EXTERIOR Custom-made bolt-on arch extensions

    INTERIOR Vabric side mount bucket seat on adjustable rails with grey Alcantara centres, grey Alcantara headlining, Z3 short shift, hidden temp gauge, ’80s boot liner
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    Michael Divine #BMW-E30 / #BMW-325iS / #BMW-325iS-E30 / #1989 / #S52 / #BMW-S52 / #BMW-325iS-S52-E30

    Owning this E30 is the fulfilment of a boyhood dream for Michael, particularly a 1989 car like this as that’s the year he was born. Michael bought his example a year ago and he’s clearly been busy as it’s looking sharp.

    On the suspension front he’s fitted #Koni Adjustables with #H&R Race springs along with #Condor-Speed-Shop solid bushings and mounts all-round. Genuine Style 5s have been mounted with 42 Draft 18mm 5x120 adapters while the chrome trim has been blacked out.

    There’s also an iS front lip and the high beams and fogs have been tinted. Inside, Michael has fitted some sexy E36 M3 Vader seats and a Nardi wooden steering wheel. Future plans include an S52 swap and #CAtuned coilovers. This daily driven E30 is certain to keep Michael busy and happy for a long time.
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    UR-QUATTRO Stunning, 380bhp #Quattro


    This immaculate, 330bhp Ur-quattro has been owned by the same man for 23 years, and to think he almost sold it for an Evo 6… Words Davy Lewis. Photography AJ Walker.

    Sometimes you just find yourself in the right place at the right time. Whether it’s because the planets have aligned, or that lady luck is smiling down on you when the golden opportunity arises, the trick is to spot it and then grab it – fast. Nowhere is this more relevant than when it comes to buying a car.

    We’ve all seen the ‘perfect’ car appear in the classifieds. It might be that rare colour you’ve always wanted. It could be the exact list of options that excites you. It could be the price. But for many of us, it’s nothing more than a dream, as nine times out of ten, these things pop up when we can’t take advantage. You’ll always think back to the one that got away, the what-might-have-been. However, a lucky few are able to get their perfect car; and what’s more, hang onto it.

    John Edgar is no stranger to performance Audis and VWs. His garage boasts an enviable collection that includes an original and mint, Mk2 Golf GTi 16v, a supercharged Golf R32, a 460bhp B5 RS4 and the jewel of the collection, this stunning 20v quattro – a car he’s managed to love and cherish for over 23 years.

    “It started back in the 80s, when I was driving an Escort XR3i and I saw this car coming the other way towards me,” says John. “I thought to myself, one day, I’d like to get one of those.” It was of course a Ur-quattro, and, he began looking into getting one. He spotted a 10v for sale in his local paper and realised it was in his old hometown. “I arranged to view it and ended up buying it,” he recalls. “It became my daily for the next two years.” John fell in love with the boxy arches, that glorious five-cylinder grumble, and the way the quattro drive hooked up to the road. But when the 20v was announced, he was intrigued.

    “In 1990/91 I read about the new 20v quattro. It was getting great reviews in the press – even Jeremy Clarkson voted it car of the year,” comments John. So in 1992 he started looking for a 20v to buy. In those days there was no AutoTrader or indeed Internet, so the Sunday Times motoring supplement was where he spotted a quattro for sale. “The guy selling it was a haulage contractor and also had a Mercedes 190 Cosworth and Supra for sale, as well as the quattro – I think his business was in trouble,” says John. “It was 400 miles away from me, but it got the all clear from an AA inspection and I bought it a week later.”

    So how did the 20v compare to his previous 10v? “There was a big difference in performance,” enthuses John. “Especially when I had it chipped to 271bhp and 300lb/ft.” The quattro really got under his skin and was put to good use with some spirited drives in the Scottish highlands. But remember, at this stage, it was still fairly new, and John, like many of us, likes to change his cars regularly. It’s also worth bearing in mind that the Ur-quattro had not yet reached the semi-legendary status we know today.

    It was at this point that John had, what may be termed, a ‘moment of madness’. “I fancied a Mitsubishi Evo 6,” he says with a chuckle. If you think back to 1999 when the Japanese rally-rep was launched, it’s easy to see why he may have been tempted towards the dark side. With Tommi Makinen winning everything in the WRC version, the road car had masses of publicity. I’ve driven several and they are good fun – no doubt about it. However, 17 years later, there’s no doubt which car has stood the test of time. Fortunately for John, he made the right choice.

    “While I was thinking of getting an Evo, I took a work mate out in the quattro, and he said to me, ‘Why are you thinking of selling this? It’s amazing!’” With a reality check fully in place, John decided to steer clear of the Mitsi and stick with his quattro. You need only look at the regard with which these cars are now held (and indeed their value) to see that he made the right decision!

    Now he’d decided to keep the quattro, John wanted to give it a refresh. Having heard good things about Dialynx Performance, he took the car to the Swindon-based #Audi specialists, where it was treated to some goodies. A KKK 26 hybrid turbo was bolted on to the 2.2 five-pot, together with a bunch of RS2-spec upgrades including injectors, intercooler and exhaust manifold. With a 2.5 bar map sensor, Ramair filter and Dialynx de-cat pipe, the quattro made a very healthy 330bhp and 380lb/ft or torque – good by today’s standards, let alone at the turn of the Millennium.

    “My RS4 is running 460bhp, but when I take my missus out in the quattro she says it feels faster,” laughs John. This may be due to the way the power is delivered, the less refined nature of the older (and indeed lighter car) or, just down to that Ur magic that newer cars cannot recreate. Mind you, which of us wouldn’t love to have the choice of a stunning quattro or B5 RS4 every day…?

    In fact, the B5 was another fast Audi that John had spotted years before and made a resolution that one day he’d have. “We went on a tour to the Audi factory in Germany, and at the time, the RS4 hadn’t been launched. We saw a few lined up outside – I knew I’d have one – one day.”

    Cars like these are keepers. There are so few left, and fewer still in this amazing original condition that to sell it would be a crime.
    As John says, “It would have to be a ridiculous offer for me to even consider selling it.”

    John has been fastidious in maintaining this car and has tried hard to keep it as OEM-looking as possible. In fact, the only slight giveaways are the AP racing calipers and 300mm discs peeping out from behind the original 15in wheels (now wrapped in 225/50 Toyo rubber). With Goodridge lines and 5.1 fluid, this quattro now stops better than the original car ever could.

    The suspension has also been given a modern day refresh. A set of Koni adjustable dampers are joined by H&R springs, which offer a more sporty, yet compliant ride. There’s less pitch and roll, but the car retains its original character.

    These days the Ur is mainly used for shows, plus the odd special cross country drive that only those fortunate enough to live close to the quiet highland roads of Scotland can take advantage of. “I’m only 30 miles from Glasgow, then over the Erskine Bridge and the roads are empty,” says John.

    John tells me a story that sums up why these things are so special. “I was driving down to the VAG Tuner Expo and stopped at Scotch Corner services. A young lad of about ten shouted to his dad, ‘come and see this old square Audi.’ His dad, who’d just got out of his new Audi, just looked over and gave me a knowing smile.” There are few cars that can span a generation and fewer still that almost everyone has a soft spot for. There’ll never be another car like it – God bless the quattro!

    SPECIFICATION #Audi-Ur-quattro / #Audi-Ur-quattro / #Audi-Quattro / #KKK / #Audi /

    Engine 2.2 20v turbo, #KKK-23-turbo , RS2 exhaust manifold, RS2 intercooler, RS2 injectors, 2.5bar map sensor, #RamAir air filter, #Dialynx de-cat pipe.

    Power 330bhp and 380lb/ft

    Transmission 5-speed manual

    Brakes #AP-Racing calipers with 300mm drilled and grooved discs and APF 404 pads, Goodridge braided lines, Dot 5.1 fluid.

    Suspension #Koni adjustable dampers with #H&R springs

    Wheels and Tyres OEM 15in alloys with Toyo 225/50 tyres

    Interior OEM quattro

    Exterior OEM quattro in white

    Tuning contacts/thanks Keith at Dialynx Performance Cummings

    Automotive, Glasgow for looking after the maintenance and my wife Bernadette for putting up with my obsession!

    Top: One of the most iconic rear ends around.

    Far left: Looks stunning in white Left: 20v lump has been tuned to 330bhp Bottom left to right: Interior is immaculate, includes digital dash.

    Top: Looks even better from the side Left: AP Racing brakes make a big difference Above: All about the Quattro.
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    CLARION 2002 / Sound Decision Up close and personal with Clarion’s restored ‘02. / #BMW-2002-Clarion / #BMW-2002 / BMW /

    Clarion in America is planning to create a series of upgraded classics to show off its abilities and this stunning 2002 is the first machine to get the full treatment. Words: Ryan Jurnecka. Photography: Jessica Walker.

    I have a bucket list of cars I wish to realistically own at some stage before I die. This list includes a second-generation Alfa Spider, a ’60s Ford Mustang, maybe even an old ’50s Cadillac convertible to drive out into the desert en route to Las Vegas or Palm Springs. But there’s been a favourite at the top of this list for some time now. On top of the heap is the BMW 2002 – a car I’ve had a vehicular crush on for almost 20 years. The angled shark-like nose with bulging single headlights on either side of the twin-kidney BMW grilles was love at first sight for me. Then there’s the rest of the car – a small, boxy but sporty body culminating in a rounded rear with either round tail-lights (looking more like afterburners than safety equipment), or the more conventional square lamps. It’s gorgeous, cute, and sexy all at the same time.

    Most enthusiasts are at least somewhat familiar with the ’02, but the abbreviated story of its development goes something like this: after financial struggles during the 1950s, BMW went back to smaller 1.5- to 2.0-litre-powered saloons, after predominately making luxury vehicles since the war ended. The ‘New Class’ started with the four-door saloon, the 1500, in 1962. It was the manufacturer’s first brand-new car and new engine since the early 1930s. The 1800, 1600, and 2000 came in the years to follow with various evolutions in the M10 fourcylinder engine through each variant.

    In 1966, the 1600-2 was developed as a more affordable version of the 1600. It was shorter, with less luxuries, and had only two doors, hence the ‘2’ designation in the name. Following the path of the earlier New Class models, the 1600-2 (or 1602 as it came to be called later) was given the ‘ti’ (touring international) treatment by treating the 1.6-litre M10 to a 9.5:1 compression ratio and dual Solex side-draft carburettors, resulting in 105hp.

    Then two simultaneous events occurred, giving birth to the 2002. First, BMW’s US importer, Max Hoffman, wanted a sportier version of the 1602, since the 1602ti could not pass US emission standards. At the same time, Helmut Werner Bönsch, the director of product planning for BMW, and Alex von Falkenhausen, designer of the M10 engine, discovered they both privately drove 1602s modified with the 2.0-litre from the 2000 saloon. The two executives pitched their idea to the board to create a 2.0-litre 1602 for the public. Thus the 2002 (20 for 2.02.0-litre, 02 for two-door), and the true beginning of a sport-saloon, was born. The 2002 came in two specs originally: the standard single carburettor version producing 100hp, and the dual-carburettor ti producing 120hp. In 1974, the car’s looks changed slightly by adding US safety regulated larger front and rear bumpers and eliminating the round tail-lights for more conventional rectangular ones.

    Clarion, makers of high-end vehicle audio and electronics, decided to start its new Clarion Builds project division with the ’74 BMW 2002 you see here. After realising that everybody who works at Clarion has some level of car-fever, the company has decided to pick iconic cars to restore from the ground up, while adding subtle touches of modernity to show off the company’s wares. According to Clarion, the cars won’t be gaudy show cars without real roadgoing practicality but rather a tasteful tribute, ensuring any modifications blend right into the original architecture of the car. During the build, status updates were posted on, Facebook, Twitter, and other various online outlets for Clarion fans and automotive enthusiasts to follow.

    When Clarion acquired the 2002 from a local seller, it appeared to be in fairly decent condition. The car had been a daily driver and it showed. The paint, original Fjord blue, was faded, the dashboard was cracked, and signs of rust were here and there. Like a frumpy housewife getting a makeover on daytime TV, this BMW was exactly what Clarion had in mind to restore and show off its brilliance.

    The 2002 was sent to BMW classic restoration shop Coupe Kings to be stripped down piece by piece to the bare shell. Once stripped apart it was evident that rust was more of an issue than previously suspected. Many of the car’s panels had to be replaced, with new ones sent from the BMW warehouse in Germany to then be subjected to ‘hours of cutting, welding, hammering, fitting, and refitting’, according to the company’s detailed posts of the build on The new rust-free body was then sent to Diamond Hills Collision Centre to be fine-tuned and painted its original Fjord Blue.

    Back at Coupe Works, the engine was completely rebuilt with all internals replaced, combustion increased from 8:1 to 10:1, and a custom intake manifold by Ireland Engineering. In addition, the 2002 was given a quasi ti treatment by installing dual two-barrel side-draft Weber carburettors, increasing the M10’s output to the rear wheels by nearly 60hp. A custom-made oval air filter and housing from K&N sits next to the throaty Webers. Suspension and brakes were also upgraded with components from Koni and Wilwood.

    A vintage-era-appropriate set of BBS RS001 wheels was sourced and restored, adding an appropriate performance touch to the vehicle’s looks. To improve on the 2002’s classic good looks, the unattractive, larger impact bumpers were replaced with the smaller, sleeker bumpers from a pre-’74 2002. Inside, the car features seats also from the first generation 2002. The older seats, door panels and consoles have been given a gorgeous leather treatment in the vein of the European exclusive deluxe versions offered at the time. The dash is now sans crack and is faultless. The headliner is velvet-soft Alcantara. The steering wheel, shift knob, and hand brake handle have been replaced with Nardi components, offering yet another level of sophistication to the car.

    And let us not forget the major Clarion touch given to it. Inside the rear of the car, BP Autosound installed a custom liner in the trunk housing two ten-inch subwoofers capable of handling 1000 watts, an exhibition clear case displaying the amplifier, LED trim lights to show off the hardware, as well as an array of speakers inside the car. The trunk is still nearly as functional as stock, since everything is embedded. The sound is predictably impressive. In addition, a navigation screen has been integrated into the centre console displaying the cutting-edge tech you’d want or expect in a modern car.

    All of this is very impressive, of course, but it’s only a laundry list without saying how it actually drives. The canyon roads that carve their way through the famed Malibu Hills seemed like an appropriate place to experience the 2002’s legendary dynamics. It flings itself through the canyons like it’s homesick, not having seen them in years. Which brings us back to those seats. BMW didn’t bother much with side bolsters back in the ’70s, it appears. During heavy cornering, I was clutching the wheel while my shoulders seemed to alternate touching the driver and passenger doors.

    Also everything is heavy in this car; the non-power steering is like twisting a giant steam valve, the brakes wreaked hell on my leg with the amount of energy required to push it down. The shifting was vague – I kept hoping I was shifting into third and not fifth. Oh, and forget about air conditioning to provide relief in the 100-degree heat.

    But I’ll be damned if I couldn’t stop smiling the entire time. The engine has a fantastic amount of grunt (though not ‘modern fast’), the exhaust note coming from the Magnaflow exhaust is a gravely and growly tenor to accentuate the experience. It’s also incredibly fun watching the car dive into the corners, the angled hood in front of you like an arrow pointing its way through the apices. It was a perfect California car on a perfect California day; the smell of eucalyptus and pine in the mountains leading to the salty ocean breeze dropping down onto the Pacific Coast Highway. At speed, the open windows channel enough fresh air and nostalgia over me to substitute for air conditioning, and never once did the car threaten to overheat.

    The Nardi 390 wooden steering wheel adds even more of a classic feel to the car than the stock plastic wheel could. The clutch was also impressively easy. The turning radius was exceptional. Hell, even the fuel economy was great. There were plenty of turned heads and thumbs upturned throughout the day, and I couldn’t agree with them more.

    There’s no wonder this car is still seen so often, especially here in Southern California. At BMW meets, they are nearly as common as an E30. After a #BMW-2002 experience in a car as immaculate and lovingly retro-modified as this, the 2002’s place as number one on my ‘must own’ list is now cemented. Even if it is ‘common’. Now, to see how much they’re going for on Craigslist.

    The engine in the 2002 has been treated to some sensible modifications such as higher compression pistons, an intake manifold and a pair of Weber carbs.

    The original design might be 50 years old now but the ’02 still looks perfectly proportioned and looks superb sitting on lowered suspension and BBS rims.

    1974 #BMW-2002-Clarion

    ENGINE: 2.0-litre in-line four-cylinder #M10 / #M10B20

    MAX POWER: 140hp

    MAX TORQUE: 150lb ft

    MODIFICATIONS: Dual #Weber-DCOE40 carburettors, #K&N Custom air filter, BMW E30 in-tank custom modified fuel pump, #CP-Racing 89mm 10:1 CR custom pistons, Ireland Engineering intake manifold, #Coupe-King stainless steel exhaust with #Magnaflow resonator.

    GEARBOX: Five-speed manual, #BMW #Getrag-245 / #Getrag overdrive transmission, 320iS limited-slip differential conversion.

    SUSPENSION: #Koni adjustable front and rear struts, #Eibach 2.5-inch ID front springs, Ireland Engineering five-inch rear race springs, #Ireland-Engineering 22mm sway bar, Ireland Engineering urethane bushings, boxed rear control arms.

    WHEELS & TYRES: #BBS-RS001 / #BBS wheels 7x15-inch; Toyo Extensa HP tyres 195/50R15.
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    SURVIVOR’S GUIDE Volvo Amazon TANK COMMAND. The rugged ’60s Volvo is a practical choice but it still needs the right care and maintenance to survive. Words Paul Wager / #Volvo-Amazon / #Volvo / #Volvo-Amason / #Volvo-120-series /

    With its mixture of ‘60s style, solid build and rugged mechanical bits, the Volvo ‘Amazon’ – or 120-series to give its proper name – makes a very practical classic which is eminently capable of being pressed into daily service.

    That doesn’t mean it won’t need suitable care and attention though: the design first saw the light of day in the 1950s and rugged though it may be, it’s still a 1950s car underneath.

    In production for 14 years, the Amazon was a big seller for #Volvo around the world – of the 667,323 examples produced between #1967 and #1970 , over half were exported which means there are plenty around. Here’s what you need to know if you’re thinking of running one as your classic.


    It’s something of a misconception that old Saabs and Volvos were built to withstand such extremes of climate that they simply shrug off the UK weather and in reality they rust just as extensively as any other steel-bodied car of the era. In the words of one Amazon owner we spoke to recently: “They take longer to rust, but when they start they really go.” One common cause is leaky front screen seals which tend to dry out and allow water down the A-pillars to rot out the floors. The rubbers are both sealed and glued in place and it pays to keep an eye on their condition.

    Elsewhere, the front wings can start to bubble, while the arches will look tatty and rotten inner wings can get costly to fix. The boot floor can rot around the spare wheel well if the drain holes are blocked, while the sills and door bottoms can also be troublesome.


    The B16/18/20 engines are rugged units but do suffer a couple of issues related to the age of the design. The first is the felt rear crankshaft oil seal, which tends to allow oil on to the clutch. The problem can be solved by upgrading to a modern neoprene seal which is done on an exchange basis – you buy a new seal with the neoprene already fitted and return your old felt unit for reconditioning.

    On older engines the fibre timing gear can also break up, but again a modern replacement will solve the problem and is available from specialists.


    The direct-acting gearshift is normally a positive change despite the lever’s long throw but if it starts to feel awkward then suspect the gearbox mountings may have failed. This allows the box to physically drop in the chassis and the cure is to fit polyurethane replacements.


    The saloons and estates used #Girling front discs and rear drums and the system works well but discs can be surprisingly expensive: £184 each brand new, with an exchange price tending to vary. Essentially there’s just a single Swedish supplier for the parts and the hub is built into the disc rotor which explains the cost.


    Everything you might need is available, although a change in the design of the rear trailing arms in 1966 means you’ll need your chassis number to hand if yours was built in that year. Uprated bushes are widely available to firm it up, while several brands including #Koni , #Bilstein and #GAZ can supply uprated dampers, with a big choice of springs also available.


    Most of the trim is available via Swedish supplier VP Autoparts ( in the common colours. Dash tops tend to split and reproduction parts are available but since they’re glued and stapled in place it’s not a five-minute job.

    The front seats came with headrests from 1968, although all the cars will have the necessary fittings in the seat frame. The Amazon also came with standard-fit front seatbelts plus factory-fitted mounting points for rear belts.

    The window winders use chains and when they break you’ll need a special tool to set it all up again.

    Many owners also remove the factory-fitted soundproofing from the cabin as it tends to absorb moisture and encourage rust, replacing it with a modern equivalent like Dynamat.


    Tyre choice for the correct 165/80 rubber on the standard 4x15 wheels is limited, with the cheaper tyres not always well regarded. Suppliers like Longstone can supply the Michelin ZX which is a good choice, while some owners move up to 5” wheels which allows a much wider and cheaper choice of 195-section tyres.

    And speaking of wheels, the PCD is the same as the Ford Mustang which means there’s a good choice of aftermarket styles available.


    The electrical system on these cars is robust and you can expect it to be reliable. Many owners do tend to upgrade the standard tail light bulbs to brighter LEDs since the lamp units themselves are small by modern standards.


    If you’re going to use the car every day then Amazon fans suggest a post-1968 car as the sensible choice, since they had the benefit of more power from the upgraded 118 bhp Volvo-B20 2-litre engine, plus dual-circuit braking and standard front headrests.


    The range grew to include four and two-door saloons plus the estate. The P1800 coupe was also based on the Amazon.

    Launched in #1956 as the #Volvo-120 , the ‘Amazon’ tag was used only in Sweden after motorbike maker Kriedler objected to Volvo’s original name ‘Amason’. The car kicked off the three-digit naming convention used by #Volvo until the late ’90s. Engineering of the Amazon was conventional, with a longitudinal fourcylinder engine driving a coil-sprung live rear axle. The 1.6-litre #Volvo-B16A engine was derived from that used in the Amazon’s predecessor, the Volvo PV544 and the car was initially offered as just a four-door saloon. In 1958 the twin-carb #Volvo-B16B engine provided 85 bhp, with the 1778cc B18 engine introduced in 1961 in 75 or 85 bhp trim. At the same time the 122S model debuted the 90 bhp #Volvo-B18D engine, subsequently uprated to 95 and then 100 bhp. The 123GT was introduced as a two-door only model in 1967 with the 115 bhp 1778cc engine, with the engine taken up to 1998cc in 1968 and good for 90 bhp in the 121 or 118 bhp in the 122S.

    The two-door model was offered from 1962, alongside a five-door estate and from 1959 the car was offered with standard front seatbelts – the first production car to offer the feature.

    Production finally ended in July 1970, when the car was replaced by the mechanically similar but squarer-looking 140 model.

    They're made of thick steel but can still rot alarmingly. Engines are rugged but rear oil seal upgrade is wise.
    All the panels you'll need for bodywork repair are available from specialists, as is much of the interior trim.

    TECH SPEC #1965 #Volvo-122S
    BODY & CHASSIS Monocoque four-door saloon
    ENGINE 1778cc OHV four-cylinder.
    Max power 100 bhp at 5700 rpm
    Max torque 129 lb ft at 3900 rpm
    TRANSMISSION Four-speed overdrive
    SUSPENSION Front, wishbone and coil springs. Rear, live axle with trailing arms and coil springs.
    BRAKES Front discs #Girling , rear drums
    WHEELS & TYRES 4x15 wheels with 165x15 tyres
    TOP SPEED 103 mph
    0-60 MPH 14.4 secs
    ECONOMY 35 mpg
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    CLARION BUILDS: 1974 #BMW-2002
    A year ago, Clarion set course in a new direction, straying away from building the usual highly customized show car, in favour of building cars that resonate with the masses and kicked off its Clarion Builds program. The goal of Clarion Builds is to connect with automobile enthusiasts of all backgrounds by tackling unique restoration projects of iconic cars and trucks in cooperation with key partners, hand-selected for each individual project. Clarion’s drive to “connect with automobile enthusiasts of all backgrounds" is clearly evident with the program’s first candidate - an iconic 1974 BMW 2002 - a car loved by nearly everyone.

    “We’ve built custom tuners and show cars in the past and it’s certainly fun, but the fact is, most of our customers don't drive show cars. And when all’s said and done, outside of car shows and events, most show cars really can’t be used practically,” comments Allen H. Charapetian, Clarion’s head of marketing. “We had a different idea - to restore cars with a rich history to like new condition, maintaining all of their factory curves and lines. While we, of course, plan on upgrading each of our builds substantially, we want to do so in a manner that kept the modifications subtle in appearance, not to take away from the factory appeal and the original vision of these vehicles - and working with our key industry partners on this has made this possible.”

    To help with the build of the 2002, Clarion enlisted team racing driver and 2X Formula Drift champion, Chris Forsberg for direction, the SoCal-based vintage BMW experts at CoupeKing to manage the build, and KONI, #TOYO #K&N , Mothers, New Century BMW and many others to take on various components of the build.

    “We started with what looked like a good car,” says Jubal Leierer, Clarion Builds project manager. “But it wasn't until we got it stripped down did the car reveal its true form. Luckily this was something CoupeKing was more than happy to manage and was able to get the body as straight as the day it left the German assembly line in late 1973. The engine was tired and on the verge of self-destruction, so we pulled it and completely rebuilt it with updated components from our partners at Ireland Engineering, Pelican Parts and #BMW . We were able to increase horsepower by about 80% over stock without any forced induction. We got the suspension dialled in, with #Koni adjustable ride height struts, new springs, upgraded sway bars, Wilwood brakes on all four corners, and Toyo rubber.”

    The wheels used on Clarion’s 2002 restomod aren’t 20", but instead a rare find - actual German-built 30-year-old original 15” #BBS-RS-001 / #BBS / #BBS-RS two-piece alloys that were the perfect specs for the Bavarian classic. The vintage racing wheels were straightened, sandblasted, powder coated and polished to better than factory condition.

    US-destined BMW 2002s weren’t available with the luxurious “Lux” package, but CoupeKing has friends in all the right places and was able to outfit the car’s interior with the proper seats and panels in beautiful Oyster leather. The Alcantara headliner and contrasting dark grey carpet really do complete the look of this car. However, as you get to the car's centre console you start to notice that this tiny classic packs some serious sound!

    Clarion wanted to give the 2002 some serious sound, but didn’t want to hinder the car’s practicality by filling the rear seat area with subs or eliminate the use of the trunk, and the guys at BP Autosound in Buena Park, CA were up to the challenge and delivered awesome results. The car’s center console was modified to hold a Google-powered Clarion NX60S head unit, which feeds a 6-channel Clarion XC6610 amp custom mounted in the trunk. Channels 1 and 2 of the amp feed the custom front kick panels which hold Clarion SRC1622S 6 V2” two- way components and tweeters. Channels 3 and 4 feed the rear package, which hosts two Clarion SRG6953R 5-way 6x9s. In the trunk, BP Autosound created all-new leather-wrapped panels that allowed them to nicely display the XC6610 amp in the floor under plexiglass, while keeping the two Clarion WC2520D subs tight up against the rear seat in a sealed enclosure. The custom LED lighting adds a tuner element to the car, while maintaining the level of class you’d expect from a classic BMW.

    The Clarion Builds projects was a huge success and has been enthusiastically received by audiences on social media, and in person at a ton of events. The car will be hitting a bunch of different shows throughout the year, and will eventually be auctioned off, where the proceeds will be donated to a major national charity. Clarion already has a few ideas in mind for the next build but haven't pulled the trigger just yet. Follow the updates on this project, as well as learn about future projects at

    TECH SPECS: #1974 #BMW-2002-Clarion
    • 1 #Clarion-NX605 2-DIN Multimedia Station w/ Built-in Navigation
    • 1 #Clarion-XC6610 6/5/4/3 Channel Class-D Amplifier
    • 2 #Clarion-WG2520D 10” Subwoofers in a sealed subwoofer enclosure
    • 2 #Clarion 6.5" SRG1622S 2-Way Component Speaker System
    • 2 #Clarion-SRG6953R 6"x9" Multiaxial 5-Way Speakers into the rear deck
    #Bosch Battery and Alternator
    • Wirez Distribution Block
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