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    SWEDE SPEED

    With 1137hp, this turbo E30 is an absolute beast. After years of building cars renowned for being safe and steady, Sweden’s best modifiers have now gained a well-earned reputation for being fast and furious. Forget the Volvo, handy in the snow and with the shopping. With 1137bhp this E30 323i is a lot more fun, and is contributing to global warming a treat, we love it. Words: Louise Woodhams /// Photos: Anders Odeholm

    POWER: Approximately 1137bhp (at the flywheel) @ 6850rpm
    TORQUE: Approximately 880lb ft @ 5950rpm
    TOP SPEED: 208mph
    BEST QUARTER MILE: 9.78 seconds @ 153mph
    KERB WEIGHT: 1340kg (including driver)


    I do freelance work for various publications in Scandinavia and I have shot a few BMWs you might want to take a peek at,” read the email from a snapper based in Sweden. Admittedly I was feeling a little apprehensive - quite often a photographer's idea of a feature ear can be a little off the mark. To his credit, though, he found us the beautiful wide-body 2002 Turbo from February 2004 so there was a glimmer of hope. There’s also the fact Scandinavia is synonymous with designing and building cars with enough performance to make the finest of supercars feel slow and pointless, including the world’s fastest production car in the world, the Bugatti Veyron. So chances were it was going to be pretty wild.

    When the post arrived a few days later I ripped open the envelope and sure enough one of them was an M3-bodied 323i packing a European-spec E36 M3 engine with a huge Schwitzer S400 turbo strapped to it. The end result? Approximately 1137bhp at 6850rpm (at the flywheel) and 880lb ft of torque at 5950rpm! This, ladies and gentleman is the planet's most powerful street-legal BMW, and probably one the most remarkable things a Swede has done with a car to date. The penny drops when I hear the man responsible, Daniel Liimatainen from Goteborg, runs a business that specialises in restoring and tuning cars called Linuuet Speedfactory (www.Hnimet.se), and prior to tills worked as a Peugeot mechanic.

    The 27-year-olds love for the E30 blossomed in 1999 after he test-drove, and then subsequently bought, a lightly tuned 320i. Hooked on the combination of the glorious in-line six, relative low kerb weight and nimble rear wheel handling, it was apparently a lot more fun than his Audi 80. A few years later he then upgraded to this current 1984 BMW 323i E30. Having always been interested in modifying (his previous project was a yellow checker taxi - a party mobile apparently!) it was inevitable the car wouldn't slay stock for long. “A buddy of mine had a tricked-out Audi S2 and he literally blew the doors off my BMW. It made me realise that a hot cam and air filter were far from cool and a dead end. I knew forced induction was the only way to go - I wanted revenge,” he explained. First off though was an engine swap. Having parted with 8000 kroner (that’s just over £600 to you and me) for an S50B30 engine and transmission he then got to work; at this point in time however, the company wasn’t established, so amazingly the swap was carried out with the most basic of tools in a garage that stunk of manure, as it was next to a field of cows!

    Daniel’s initial plan was to make 800bhp, but as is often the case, things got a little out a hand and having already bored out the engine to 3030cc he then compiled a monster shopping list of high quality, uprated internals, including a set of custom 8.0:1 JE oil cooled pistons, slightly longer than standard Carillo con-rods and 1600cc injectors to name a few. The cylinder head was, of course, ported and polished, the combustion chambers modified and then sealed with pyramid’ rings. The car's claimed 1137bhp output is primarily attributed to the modified and lightened Schwitzer S400 turbo, with two Tial 38mm external wastegates to regulate the massive boost and make the custom exhaust route more viable. To cool the giant a modified Volvo truck double cell intercooler with a 3” intake and 3.5” outlet and Volvo 940 radiator were bolted in place. The engine work took Daniel and the lads from Christer Next Level Racing six months to carry out. There were a few problems to get over, though, as he explained: ‘The exhaust manifold was a real bitch to fit, there wasn't a whole lot of space so we had to modify the floor pan. We also had a big setback with the Haltech E11 engine management system - it took a week to find the fault to stop it misfiring - and problems with the camshaft sensor, which took another week to solve. It nearly drove me crazy but the performance is better than I ever expected.” In fact, his exact words were, “it’s like being kicked hard in the arse”, later recalling a time he left a Yamaha R1 in his dust! Much to his bemusement, his friends stopped asking for passenger rides a while ago.

    As well as using the car for track days and drag racing, it’s also driven on the road, Daniel having covered almost 12,500 miles in it. For the car to behave itself the power had to be harnessed. To prevent shredding the gears on power launches he employed an E36 M3 six-speed manual ’box with a 3.07 ratio mated to an E28 535i limited-slip. A more durable Tilton triple-plated clutch weighing a total of just 12 pounds helps to increase grip, whilst a custom NUKE Performance aluminium driveshaft is stronger and more reliable.

    There’s no sense in making a car go if you can’t make it stop, so Daniel decided to factor in TarOx 355x28mm discs and 10-piston calipers up front and 284x22mm discs with 6-piston calipers out back. It’s all well and good being rapid in a straight line, but if you can’t sling it into corners it’s no better than an American muscle car. Other chassis upgrades include Bilstein shocks and custom IGMAB springs with E30 M3 struts and spindles and Powerflex urethane bushings to add further security within the suspension components. According to Daniel it’s like any other grocery-getter, well balanced and a pleasure to drive.

    One glance over the interior tells you all you need to know about this car’s intentions. To improve the power-to-weight ratio, the rear bench, carpet, headlining and air-con were binned and while the original dashboard and door panels survived the cull, the original seats have been replaced by a pair of Sparco Pro2000 buckets with four-point Sabelt harnesses and a steel roll-cage welded in place. As well as the carbon dash display there is also a bank of Autometer metric gauges, including the speedo, rev counter, boost pressure, oil and coolant temperature and oil pressure, not to mention switches on the gear shift including launch control. The boot floor is now lined in diamond plating with a custom 30-litre fuel cell and battery.

    As expected there are also a few external modifications to give the game away, the E30 M3 arches are the most obvious additions and have been extended a further 40mm to help accommodate the wider and taller than standard 8x18” (front) and 10x18” (rear) white Compomotive wheels shod in 215/35 and 265/35 Kumho tyres respectively.

    Combined with the Rieger E46 M3-style bumper up front, vented bonnet and air inlet residing in the chasm where the left headlight was – the body styling not only looks the part but also serves a purpose, enhancing aerodynamics. Just for that added flair, Daniel had the car resprayed black with a satin clear coat, which in some lights looks like a matt finish. Certainly an improvement over the original metallic blue.

    This car is simply as good, and as powerful, as it gets. Okay, so no one will insure you with your five years' no-claims, the fuel bill will be similar to a small plane and the plod would assign a new division just to keep stopping you around town, but who cares? It is a work of art and the very pinnacle of motor engineering - the owner should be incredibly proud of himself. Question is, where can he go from here? Despite working on it for over five years and spending over 30 grand he says the car will probably never be finished and is already talking of a bigger turbo to make it even quicker, so it seems things can only move forward. Keep your eyes peeled!


    DATA FILE #BMW-E30 / #BMW / #BMW-E30-S50 / #Schwitzer-S400 / #Schwitzer / #BMW-3-Series-E30 / #BMW-3-Series / #NUKE-Perfomance /

    ENGINE: 2997cc straight-six #S50B30 / #BMW-S50 / #S50 engine from the European-spec E36 M3 bored to 3030cc with NUKE-Perfomance dry sump and Barnes 6-stage pump, custom-made 10mm main bearing girdle, Peteterson 18-litre oil tank, 8.0:1 custom JE oil cooled pistons, Total Seal gapless rings, Carlllo custom con-rods with SPS MULTIPHASE bolts, #Kilander-Racing head studs (M11,12.9), head ported and polished by Christer NLR, modified combustion chambers, ‘pyramid’ rings to seal combustion, #K&N air filter, Schwitzer-S400 turbo modified and lightened by Christer NLR, 78mm compressor housing and 74.5mm exhaust housing, custom 4” downpipe, Ummet twin exit stainless steel 3.5” exhaust system with two Tial 38mm wastegates corrected for even distribution, 31.5mm stainless steel exhaust valves, Simons full flow mufflers with twin 2.5” tailpipes, 19 Row Setrab engine oil cooler, modified stock manifold, 1600cc injectors, Weldon fuel pump (5 bar) and pressure regulator, two 10" #Perma-Cool cooling fans, 1994 Volvo 940 radiator, modified Volvo truck double cell Intercooler (130cm wide, 20cm high, 18cm deep) with 3” intake and 3.5” outlet Haltech E11 engine management system, six MSD singletower coils, 4-channel AEM cdi Ignition, Taylor 10mm HT leads, Teknik Products engine mounts

    TRANSMISSION European-spec E36 M3 six-speed manual ’box with 3.07 gear ratio, Tilton triple-disc clutch, E34 M5 drive joints with custom NUKE Performance 80x5mm air-craft quality aluminum driveshaft, M20 flywheel. E28 535 limited-slip

    CHASSIS 8x18" (front) and 10x18" (rear) white Compomotive wheels (ET15) shod in 215/35 and 265/35 #Kumho tyres respectively. #Bilstein front and rear shocks, custom IGMAB front and rear springs, E30 M3 struts and spindles, #Powerflex M3 urethane bushings with eccentric offset, custom-made 40x2mm strut brace. Dual circuit brake system with Tarox 355x28mm discs with aluminum centre and 10-piston calipers (front) and 284x22mm discs with 6-piston calipers, copper and braided steal brake lines

    EXTERIOR E30 M3 front and rear arches (extended a further 40mm), doors, rear bumper and spoiler, custom Rieger E46 M3-style front bumper, vented bonnet, left headlight removed and replaced with air inlet, E36 M3 mirrors, Hella rear lights, full respray in black with satin dear coat

    INTERIOR #Sparco-Pro2000 bucket seats with four-point Sabelt race harnesses, rear bench, carpet and headlining removed, Memo steering wheel, IGMAB gear shift and pedals, GunnarsjG Svets and Smide AB seamless steel 45x3mm roll-cage, carbon dash display, Autometer Sportcomp metric gauges, including speedo, rev counter, boost pressure, oil and coolant temperature and oil pressure, NLR AMS-1000 boost controller, switches on gear shift including launch control, line lock, 3 AMS ON (activates boost controller), and AMS CLUTCH (activates clutch switch to boost controller), 5" Tacho white shift light, M3 rear view mirror, aluminium diamond plating in boot with custom-made 30-litre fuel cell and battery

    TANKS Peter at Pelemaskinteknik, Peter at GIK Turbo, Svensk Turboservice Anders at PRO, NUKE Performance, Forza, Mocomp, IGMAB, PRO motorsport and all the others that helped make my car what it is today


    With more controls than the Houston control centre (maybe) and stripped of all its luxuries this 323i is not your average E30.

    Huge #Schwitzer S400 turbo supplies the boost, whilst the rest of the power comes from the E36 M3 lump and uprated internals. No rubber or jubilee clips here – all motorsport-spec fittings and hoses.

    M3 body styling, white Compomotive wheels and compressor housing sticking out of the bonnet, it doesn't gel any sexier than this.
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    DOUBLE UP / #BMW / #Kumho-BMW-Championship / #Kumho / #BMW-Championship / #2016


    Racing requires a suitably serious machine, or two, such as this S54-powered 1 Series pair. Built from the ground-up for the Kumho-BMW-Championship , these two ferocious 1 Series are a force to be reckoned with. Words: Elizabeth de Latour. Photos: Matt Richardson.


    Racing is something that you’re likely to be into if you’re into cars. We’re not saying this means you follow F1 religiously, for example, or watch every single motorsport race going but if you like cars and you like going fast then whether it’s drag racing, NASCAR or hillclimbs there’s bound to be a form of motorsport that gets your juices flowing and one that you’d love to have a go at. The glamour and excitement of motor racing has a lure that’s hard to resist and many of us can no doubt picture ourselves taking the chequered flag in some exotic location and then partying on a yacht afterwards.


    Even if that’s not part of the equation, the chance to get behind the wheel of a fullyprepped racer and go wheel-to-wheel out on track is something we’d all love to do.


    Easier said than done, mind. Even competing in an affordable race series still isn’t all that affordable and, ultimately, if you want to get somewhere you either need mega skills, lots of money or, ideally, both. Like James Cannon, then, who’s part of the management at Severn Valley Motorsport. He not only had the funds available to build this incredible pair of 1 Series racers but he’s also got the skills to put them to devastating use out on the track.


    “I’ve been racing since I was eight,” says the affable James nonchalantly. “I started out in mini stocks and was UK champ aged nine. I then moved onto rallycross, then drifting, and then the Kumho BMW Championship aged 19, racing in Class D where I won multiple races.”


    He’s also got a thing for BMWs and has had a few in his time: an E46 M3 Cab at 18, an X5, a 730d, an E39 M5, an E60 M5, an E63 M6, an E92 M3 last year, and now a 335iX. Having worked his way up to Class A in the Kumho BMW Championship James decided to build himself something suitable but he didn’t want to take the well-worn path walked by the other teams, as he explains: “The top class is full of E36 and E46 M3s but the Championship wanted something a bit more glam and I wanted to build something a bit different for the Severn Valley Motorsport race team. I liked the look of the eBay BTCC 1 Series and so that’s what I decided to create.”


    He purchased a pair of 118ds for £4000 each and stripped them down to their bare shells, opting for four-doors as they were cheaper to buy and it’s easier to get spares for them in the event of a crash; obviously, being race cars, James had guidelines to build to, so he knew exactly what he was going to do the cars having discussed the requirements for Class A with the Kumho Championship organisers. “Butler Motorsport built the engines and fitted them along with the subframes. Harry Hockly Motorsport supplied the full BTCC-spec cages and Doseley Motors did all the bodywork including fitting the body kits, which are based on the BTCC ones and made in Germany. The rear wings came from last year’s eBay BTCC cars.”


    Built to regs they may be but that doesn’t mean that they don’t look utterly spectacular with those massively wide arches, the vast rear wing and twin exhausts poking out through the sides of the rear bumper, plus there’s the faithfully recreated eBay livery and both cars are also sponsored by the Cannon Run 3000.


    If they look spectacular on the outside, under the bonnet is simply mesmerising. Both cars run the S54B32 from the M3 CSL, which is a great place to start, with the engines built to regs. This means fullyforged Cosworth pistons, rods, motorsport cranks and head gaskets but, interestingly, standard cams as they make more power. Of course, what really catches your eye are the gigantic carbon air boxes with their massive intake ducting that dominates the engine bays. “I had the carbon air boxes made for them and we had to relocate the rad to allow them to fit,” explains James. The whole lot is watched over by a Motec ECU and Motec also took care of the loom, steering wheel and digital dash.


    With the highly-tuned S54 under their bonnets both cars make 380hp. There’s potential for more but there’s also a good reason to not use it. “When we were testing the engines they made 422hp on the dyno,” says James, “but if we went for more power we would have to carry more weight to balance that out and currently the cars weigh 1280kg. Running 380hp gives us a happy medium of power-to-weight for optimum handling. There are two other cars running the same engines, so down the straights there’s nothing in it.”


    The chassis has been thoroughly reworked, as you would expect. The cars both run motorsport subframes and fully adjustable Proflex suspension, while power is transferred to the wheels via (surprisingly) a 525i five-speed manual gearbox (which James says is best suited for the track), through a custom prop to an LSD and custom driveshafts. Meanwhile, behind the classic white Speedline wheels (or Team Team Dynamics, depending on the weather) sit massive AP Racing brakes which are perfectly suited to slowing these fast and furious racers time and time again.


    Inside the cars are as stripped-out as you’d expect but that’s not to say they’ve not been finished with plenty of love and attention to detail. In each car there’s a mandatory multi-point BTCC-spec cage by Harry Hockly Motorsport, one solitary, super-supportive Cobra racing bucket seat with multi-point harnesses and a Tilton pedalbox. There’s also a carbon switch panel, the aforementioned digi dash, and a grippy suede steering wheel. In the back you’ll find a custom swirl pot setup and fuel pump. As a finishing touch, the whole interior has been painted.


    We ask James whether it would just have been easier (and cheaper) to buy a pair of pre-built race cars? “It was definitely more expensive to build them,” he replies. “The other cars on the grid cost about £55,000 bought but each one of ours cost about £80,000. But I know the cars inside out now.” And why did James build two cars? “Well, it’s good to have a spare, just in case,” he says, “and while I mostly race on my own sometimes my dad joins in as well so this way we can race together.”


    Of course, building the cars is only part of the whole. Once built you need to take them racing. In the Kumho Championship that costs £2500 for one race meeting, which is quite a lot of money but worth it and it’s still a lot cheaper than BTCC racing costs, where a weekend of racing will set you back about £10,000. “Most of the races are televised,” says James, “and the Class A cars run about half-a-second off the BTCC pace. It’s a good chance of getting spotted. I’m only 24 years old among a lot of much older drivers and the BTCC is definitely my ultimate goal; that’s where I’d like to be.”


    Well James has definitely got the skills to make it happen. “My first time out in the car was at Donnington. It was my debut in that car in that class and I came second,” he says without a hint of arrogance. “I can’t fault the cars at all, they’re so good. At Donnington they weren’t even set up yet, not even lowered, and I came second having never driven on slicks. I was three seconds slower than a guy who’d been racing for 20 years and knows all the circuits. Obviously I’m aiming for first.”

    With a strong debut, the only way is up for James and the Severn Valley Motorsport race team and with plans to strip both cars and build them again from the ground up, making them even better and even more formidable on track, James Cannon and his 1 Series twins are definitely worth keeping an eye on.

    Team Dynamics wheels are swapped with Speedlines depending on the weather.

    Stripped-out interior features full roll-cage, digi-dash and single Cobra seat while boot space is occupied by the fuel system and everything has been painted.

    Bodywork is based on the BTCC kits and produced in Germany while massive carbon rear wings were taken from last year’s 1 Series BTCC cars.

    Engine bays are dominated by the ex-CSL S54 engines, with vast carbon air boxes on both.


    DATA FILE #BMW-SVM-1-Series-Racers / #BMW-E87 / #BMW-1-Series / #BMW-E87-SVM / #SVM

    ENGINE & TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 from M3 CSL, fullyforged Cosworth pistons, rods and motorsport crank, #Cosworth head gasket, standard cams, carbon air box, remapped by #Telford Motorsport , #Motec ECU, 380hp (detuned from 420hp). 525i five-speed manual gearbox, custom propshaft, custom driveshafts, limited-slip differential. / #Telford-Motorsport

    CHASSIS #Speedline / #Team-Dynamics wheels , #Proflex suspension, motorsport subframes, #AP-Racing brakes, 1280kg.

    EXTERIOR #BTCC-style wide arch kit, fibre glass bonnet, lightweight doors and boot, Plexiglas windows and front screen, rear central rain light, custom side exit exhausts, carbon #BTCC rear wing, eBay race graphics.

    INTERIOR #Harry-Hockly-Motorsport multi-point BTCC roll-cage, Cobra bucket seat and race harness, carbon switch panel, Motec wiring loom and digital dash, suede steering wheel, #Tilton pedalbox, custom swirl pots and fuel pump, fully painted inside.
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    ROTOR PERDITION

    There must be something in the water Down Under judging by this amazing turbo rotary-swapped E30. A lifetime of E30 obsession has led Ehsan Hazrati to build many insane projects. His latest project is stuffed with enough triangles to make Pythagoras weep, yet you’d never guess it from the outside. Words: Daniel Bevis. Photos: Andrew Parliaros.

    Now everybody from the 313, put your motherflippin’ hands up and follow me.” So spat Eminem in 8 Mile (kinda), allowing the previously unremarkable three-digit number a little screen time. Until this point, 313 had merely been a truncatable prime, Donald Duck’s registration number or, of course, the year in which Rome’s Basilica of Maxentius and Constantine was completed. But now, rather splendidly, we have a new function for the number 313. Even more aggressive than a riled-up Eminem, ladies and gentlemen, we present the E30 #BMW 313i.


    I know, it doesn’t sound exciting when you put it like that, does it? But all is not as it seems here. True, the E30 harks back to an era when the boot badges did mostly relate to what was under the bonnet (a 318i was a 1.8, a 325i was a 2.5… you get the idea), so are we looking at an obscure variant with a 1.3-litre engine? And why would anyone want that?


    Stick with the story, for your perceptions are about to be blown away in the most spectacular way possible. But first, let’s meet the man behind it. “My parents tell me that at the age of five I was drawing the round headlights and kidney grilles of the E30 BMW without really even knowing what it was,” says Ehsan Hazrati, the Sydneysider behind the steering wheel. “As I got older and got my licence, I had E30 after E30. I did all the modifications myself, from servicing to tuning, overhauling to suspension, bushings, sound systems etc. I did extensive research into E30 DTM race car suspension, brakes, and making them handle around corners at high speeds. I spent a lot of hours calculating and testing power-to-weight combinations, high RPM engines, and turbocharging power graph outputs. And a lot of trial-and-error!”

    This, it’s pretty safe to say, is a man obsessed. After a long line of retro 3 Series, he finds himself today with three E30s making a nuisance of themselves on his driveway: a 900hp drag car that’s currently under construction; the family daily-driver four-door 316i that just happens to be running a 450hp Corvette LS1 V8; and the cheeky red number that’s splashed across these pages. This, for us, is the pick of the bunch – hence why it’s here – because, well, it’s just insane; not just the quality of finish and attention to detail but the fact that it’s running a Mazda rotary engine.


    Aha. That cacophonous clanging is the sound of the penny dropping throughout the Drive-My readership. The 313i badge refers to the 13B rotary engine’s swept volume of 1308cc. Although, being a Wankel unit, you can’t really equate its displacement to that of a piston engine, its twin-654cc chambers aren’t even on nodding terms with a crank and- piston arrangement. But whichever way you cut it, this is a feisty manoeuvre. Ehsan’s opted for the 13B-REW variant, as found in twin-turbo form in the third generation RX-7, and it’s a bit of a cult icon.

    It’s a bold play, but Ehsan has form with this sort of caper. His first three E30s may have enjoyed tweaked BMW four- and sixpots, but the fourth ended up with a 13B from a Mazda Cosmo, and it seems that this wacky experiment really flicked his switch, and he stuck with the formula. That part-built drag car we mentioned? That’s rocking rotors too. This fella just really digs triangles.


    “From as long ago as I can remember, all I ever wanted was an old-school BMW,” he assures us. “I live by ‘classic not plastic’ and ‘built not bought’. The BMWs of this era represented great European design and true workmanship, and the last perfect lightweight rear-wheel drive chassis compared to the competitors – the KE Corolla, Mercedes 230E, Mazda RX-7 and so on – from that time.” You’ll note that he’s slipped a Mazda reference in there, though. Clearly a fusion was always on the cards – a greatest hits of the period, if you like. Well, it’s all subjective isn’t it?

    “Yeah, I’ve always had a passion for E30s as well as for the lightweight, high-RPM feel of a turbo rotary engine,” Ehsan admits. “I had a picture in my head of what I wanted it to look and feel like; people from the E30 scene tend either to have a really clean slow-and-standard car or a roughened-up fast one. I wanted to build an all-rounder – a show-stopper that drops jaws but that could also be used as a street-legal weapon. Something I can take to the drag strip, run consistent ten-second passes on street tyres, then drive home and the next day go on an E30 club cruise to the beach, have it on display at a car show, and win trophies. This build was my total package.”


    Blimey. Talk about your stereotypical Aussie confidence! There’s not a single element of that paragraph that isn’t writing a massive cheque, but thankfully Ehsan’s the sort of dude with the skills to cash it. And so it began. A project base was sourced from a guy who’d had the car slumbering in the shadows of his garage for around six years – all immaculate and original, and you’ll no doubt be impressed to learn that it’s still wearing its original factory Brilliantrot paint. The seller refused to let the car go before Ehsan promised to give the car a new lease of life, a good home and, most of all, not to crash it – after all, he’d owned it from new. Imagine what he must be thinking when he sees this feature! Good vibes, we hope.


    Ehsan took it home, and immediately installed it in his garage for another dusty year-long slumber. You don’t want to rush these things, do you? Although he wasn’t dragging his heels by any means – our effervescent protagonist had been to see his friendly local engine builder.



    “I did everything else on this car myself, but it was George and Rocky at PAC Performance Racing who built and ported the engine, and dyno tuned the car,” Ehsan explains. The motor is bridge-ported, and porting rotaries is something of a black art: a great way to get more power out of them is to effectively smash some holes into the intake side, although the more extreme the ports are, the more lairy and tricky the motor becomes.

    Bridge-porting basically involves opening out the standard ports, then adding an additional eyebrow port above – it all gets a bit techy, but the short version is you get an amusing lumpy idle, oodles more power, and a hell of a lot of noise. Which is all good fun. “At the time of getting the engine built I was looking for around 400hp,” says Ehsan.

    “It currently makes around 550rwhp at 7000rpm on 22psi, which is approximately 620hp at the engine… in a car weighing only 992kg! It’s safe-tuned at 22psi, although the engine is built for 35psi+, so there’s plenty more to come.”

    The results really do speak for themselves, too. “It performed far better than expected,” Ehsan grins. “But the power band was so high, I went through axles like underwear. Obviously the factory axle broke but then it ate through a brand-new OEM 325i setup, Z3 M Coupé items, hybrid E30/E28 M5 units… then, after the Garrett GTX4088R turbo upgrade, it even chewed through custom 108mm 500hp Porsche billet axles!” The build is undoubtedly a bit of a monster, echoing those early years of trial-and-error to get it all running right, but you can see from the muscular spec box that Ehsan’s really pulled it all together neatly. And, of course, as the man himself was eager to tell us, this E30 is as much about show as go…


    A very important marker for this build was to make it something of a sleeper – not totally stealthy but certainly not showing its hand too early. That mint-condition, 25-yearold paint certainly helps here, and Ehsan has had all manner of chuckles taking on Skyline GT-Rs and a kaleidoscope of Porsches who never saw it coming and didn’t see where it went. “There’s no modern paint colours here, no fibreglass body kits, no big wings screwed to the boot,” he says, with no small amount of satisfaction. “I kept it all factory – the only thing I added was a new OEM iS front apron lip, and M-Tech 1 boot spoiler. All genuine add-ons from the ’80s era!”


    The wheels are an interesting choice too and no doubt gave some of you wheel nuts pause for though. They’re actually the third set of rims that the car’s enjoyed since completion; it started off on satin black Watanabes before moving onto BBS LMs with polished lips, but I think we can all agree that the 16” mesh wheels give it an appropriately period look that’s in keeping with that quasi-sleeper vibe.


    This keenness for stealth carries over to the interior, too. “One of my rules is that there should be no extra gauges on top of the dash,” Ehsan asserts. “That would give the game away immediately. I replaced the trip computer with an eBoost2 gauge, and also utilised the E30 Alpina air vent digital dash idea, with an analogue boost gauge.” Stealth, as ever, is the watchword.



    This is, by all measures, a phenomenal build – without a hint of hyperbole, one of the finest E30s to grace these pages in some time. And with that colossally powerful engine and pristine period exterior, what do you reckon is Ehsan’s favourite element of the project?


    “Oh, it has to be my rear diff brace,” he grins. “I designed and patented it myself on a CAD programme, checking the stress tolerance points for maximum strength and so on, and it truly is a work of art. People at car shows see that and know this car means serious business; it’s not just a pretty show pony. That brace is what’s needed to consistently put six hundred horses to the ground on both street and track.” It’s impressive, but unsurprising, that his top pick would be a thing of pure function.

    Ehsan’s proud to describe how the initial build of the whole car took just three months, but it was then a further 18 months of tweaking suspension heights, spring rates, diff ratios, tyre diameters, ET formula calculations, and axle and tailshaft options before it was all truly fit to get that phenomenal power down.

    “What it is, basically, is a brand-new race engine in a retro shell,” he says, in a charming display of matter-of-factness. “People’s reactions at shows have been amazing – the looks on their faces when they found out what’s in there, and that it’s all street-legal. And next year – that’s when I’m going to be chasing to beat my personal best drag time. It ran a 10.86 at 120mph on the old turbo with 385rwhp on 225/50 street tyres. With the new GTX4088R and 550rwhp on 225/40 semislicks, I reckon it could run a 9.9.”

    All very ambitious but you get the feeling that he’s got all of this precisely calculated. There’s no margin for error here, and that’s what the number 313 should henceforth represent. Forthrightness. Function.

    Desirability. A new number-of-the-beast for the 21st century. And when you see those digits on the tail end of a shiny red E30, you’d better not dismiss it as a lesserengined also-ran – there’s hidden mischief here, and its furious anger makes Eminem look like a primary school teacher. Everybody from the 313, put your rotorflippin’ shafts up…

    “I wanted to build an all-rounder – a show-stopper that drops jaws but that could also be used as a street-legal weapon”

    Bridge-ported 13B rotary sports a massive #Garrett-GTX4088R turbo and makes 550rwhp.

    TECHNICAL DATA FILE #BMW-313i-E30 / #BMW-313i-Rotary-E30 / #BMW-313i / #BMW-E30 / #BMW /

    ENGINE #13B-REW 2x654cc #Mazda-RX-7 / Mazda rotary, bridge-ported to PAC Racing specs, race doweled and balanced rotors, #PAC-Racing unbreakable apex/corner seals, #Power-Ported intake and ports, custom PAC Racing 13B turbo exhaust manifold, #Garrett GTX4088R turbo, Turbosmart 50mm ProGate wastegate, #Turbosmart 34mm dual port blow-off valve, #Turbosmart fuel pressure regulator, 3.5” dump pipe with full 3” exhaust and Rotaflow silencers, #Haltech PS2000 ECU and Haltech boost controller solenoid, custom fabricated engine mounts, custom dual-core PWR intercooler, PWR oil cooler, #PWR dual-core radiator, custom alloy radiator shroud and high #CFM-Engineering output 16” Spal fan, dual #Bosch-044 fuel pump, three litre surge tank and #Walbro primer pump, quad #Haltech LS1 ignition coils. 620hp at flywheel (542rwhp) at 22psi safe tune; engine built for 35psi+.


    TRANSMISSION R154 Supra Turbo five-speed gearbox with aftermarket strengthened billet gearset and synchros, custom gearbox mounts, custom PAC billet bellhousing adapter, PAC RBR550 heavy-duty clutch and pressure plate, billet lightened flywheel, billet short-shifter with E30 DTM white Delrin nylon gear knob, custom Mark Williams 3” wall chromoly tailshaft with 1350-series Strange uni-joints.

    CHASSIS 9x16” #BBS mesh wheels with 215/45 (front) and 255/45 (rear) #Kumho Ecsta tyres, custom 1000hp halfshaft axles with 120mm chromoly treated CVs and bearing cages, reinforced rear #BMW subframe and trailing arms, custom fabricated rear diff brace mount, E28 M5 diff with #Alpina finned diff cover, cryogenically strengthened and shot-peened crown and pinon, #OS-Giken Superlock shimmed 28-plate tightened LSD centre (85% lock), #AKG solid 75D subframe, trailing arms, control arm and diff mount bushing kit, Ireland Engineering heavy duty front and rear racing anti-roll bar kit with adjustable rose-joint links, custom 315mm front and rear brake kit with ADR/CAMS approved braided line throughout, OEM E32 740i brake master cylinder, modified #Z3M power steering rack with 2.7 lock-to-lock, solid billet alloy steering shaft coupler, 5/8” Mark Williams drag racing rear wheel studs, custom #Bilstein front coilovers and solid camber plates, heavy-duty rear Beehive King Springs, welded AKG anticamber squatting plates in rear trailing arms, Sparco 1.5” front and rear strut braces, Ultra Racing four-point lower crossmember reinforcement bar.


    EXTERIOR 1990 325i two-door shell, original 25-year-old Brilliantrot paint, 318is lip spoiler, M Tech 1 boot spoiler, rolled and flared arches.


    INTERIOR #MOMO Prototipo 350mm Retrotech steering wheel, E30 M3 black leather seats, #Sparco PRO2000 fixed driver’s seat, #Sparco fixed race seat rails, Sparco six-point 3” harness, #Autometer #Ultra-Light gauges, Turbosmart eBoost2 with 3x boost pre-set stages (street, track, drag racing), E46 M3 pedals, all sound/cavity deadening and heat shield removed, drilled-out circular holes behind doorcards, parcel tray, behind back seat and sunroof for weight reduction – total car weight 992kg.

    THANKS George and Rocky at #PAC-Performance-Racing , Leon Sokalski at Performance Metalcraft, Mark Callinan at British European Motor Works, and my family and girlfriend for picking me up when I broke the CV axles on the street.
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    E30 WHISPERER

    Turbo E30s don’t come much sleepier than this seriously subtle two-door, packing a 2.6 M20 under the bonnet. After fiddling with a few E30s some blokes feel justified in calling themselves ‘Mr E30’. Paul Issepon is not one of those guys. He is the ‘E30 Whisperer’. Words and photos: Ben Dillon.

    “Is it ‘da dada da da da’, or more like ‘dada da da dada?’” Paul Issepon asks, stone-faced and serious as he counts out the beats of two different mechanical cadences, each eerily mimicking a rough running M20 as he tries, telepathically, to diagnose what is wrong with my E30, which is 20 miles away in my garage. I want to laugh but I’ve never heard anyone so accurately verbalise a lumpy BMW six-pot before, so I fail to pick which aural signature my own broken-arse M20 is pumping out. But so entrancing is Paul’s Bavarian chant that I know if I could identify the pattern, he’d be able to pinpoint the problem immediately as he is, most definitely, an #BMW-E30 whisperer.

    Shrugging away both my awe and ignorance Paul moves onto other subjects – all E30-shaped, a passion which has consumed him since the car was released in 1983. Seeking the man out at his hilltop hermitage in Brisbane, Australia reveals the depth of his love for BMW’s most iconic three-box. No less than ten complete and running E30s are stashed away in various corners of his yard and garage with a further unspecified number earning a living as parts cars for anyone in need of E30 bits. From the family 325i Saloon to a 325i Convertible, a clutch of coupés and other chrome and plastic bumper iterations ranging in flavours from 318i to #BMW-325i (but no 320i variants, “all the thirst of a #BMW-325i-E30 with the power of a 318i, they suck,” Paul says), Paul has an E30 for every season and every day of the week. But it’s the contents of a shabby wooden garage that looks ready to collapse that we have come to see.

    “You want to see something special?” Paul says as we walk past a near immaculate 318iS undergoing Paul’s perfectionist scrutineering. Opening a creaking wooden doors reveals an E30 which is obviously something exceptional from the moment outside light falls across it. “This is my baby,” Paul murmurs. A first glance reveals an M Tech 2 bodykit hugging the familiar shape of an Anthracite E30 with Hockenheim-style 16-inch rims lounging in an aggressive stance that indicates some serious ability through the twisties. Looking further under the car sees a big diameter bi-modal exhaust system and finned diff showing that this car has the fireworks to match the finesse. But it’s the ‘2.6’ badge on the rump that causes the most furrowed brows. “The engine was built by Ludwig Finauer, a BMW race engine guy, using a 325i block and (885) head but with a 323i crank,” Paul explains. “So that makes it a 2.6-litre engine, that’s why it’s got the badge”.

    Ludwig Finauer was more than just your average spanner twirler, though, he was the mechanical mastermind behind the BMW factory team in the Australian Touring Car Championships (ATCC) during the 1980s when the team ran E24 635CSi and later E30 M3 cars against the home-grown V8 Ford and Holden crews. Headed by ex-Formula One legend Frank Gardner, the team had top-drawer local and imported talent for various races including 1967 Formula One champ Denny Hulme and even Finauer himself steering an M3 for a few rounds in #1987 including a drive in Australia’s biggest race, the Bathurst 1000.


    But fast E30s for the road were Finauer’s thing with star BMW team driver Kevin Bartlett commissioning one for his personal transport. Finauer promptly raided the race team’s parts bin with the result being a chrome-bumper Atlantisblau coupé with a Lysholm screw-type supercharger strapped on to the Finauer signature 325i/323i combo with body and drivetrain options cherrypicked from BMW M division in Germany.

    Bartlett now had a serious street weapon not all that different from his weekend drive. The car eventually found its way into private hands, going through a succession of owners until 2003 when a friend of Paul’s, Allan Forbes, stumbled across an advert for the car. “I’ve always loved E30s, they are a great car; fun, quick, they handle really well.

    They’re a good looking car, too, so when I saw it advertised for AU$8000 (£3300) I had to have it,” Allan says. Allan drove the car for about a year before writing it off in an accident. He then bought the wreck back from the insurance company to harvest all the special interior bits for his next E30 and sold what was left of the wreck to Paul who took the Finauer-built driveline and slotted it into a one-owner E30 #M-Tech 2 body which evolved into the car you see on these pages. Paul’s inspiration behind the project was to turn his dream of the ultimate M20- powered E30 into a driveable reality, and by engineering solutions and doing all of the work himself, have complete ownership of the transformation. The body and drivetrain were stripped down, with every part of the car rebuilt and/or modified to suit Paul’s aim of E30-godliness with attention lavished everywhere and as much focus on performance as on looks and usability.

    The Finauer engine was pulled apart, inspected, given a refresh with new bearings and gaskets while balanced standard pistons and rods were kept as they could easily handle the addition of 15psi of boost that Paul was planning. The induction side features a custom heat-shielded inlet to an M20B20 inlet manifold which is a curious choice but one which Paul stands by for helping the T05/03 hybrid Garrett turbo to spool quickly. This along with water/methanol injection and a front mounted intercooler helps to keep inlet temps down while general engine cooling is supported by a custom radiator and an oil cooler and catch-can setup. Custom extractors feed the turbo and expel gases on the hot side of the engine with a Turbosmart wastegate to vent boost when needed. The back end of the 2.5-inch twin system features a bi-modal exhaust valve operated by a solenoid at 3psi, helping the car remain somewhat stealthy in suburbia.

    Those with a keen eye might notice the distributor in the block, much like a Series 1 E30. “The bottom of the distributor is M20 #BMW and the top is Series 6 RX-7 because the triggering and the home signal for the Haltech love to be in the same spot,” Paul explains. “Everyone loves the RX-7 distributor so I thought I’d marry one onto an M20 shaft.” This combined with a single coil-pack feeds sparks via the cam-driven distributor while a Walbro 255 in-tank pump and rising rate regulator start the fire inside the 2.6-litre Finauer six. “It’s easily a 12- second (quarter-mile) car, maybe even 11s,” Paul says. “It’s got an LSD diff, sticky tyres and good suspension so instead of spinning the wheels it just goes forward fast.”

    Handling and stopping performance weren’t overlooked either with BC Racing coilovers and Mazda Series 6 RX-7 slotted and dimpled discs squeezed by Brembo fourpiston calipers up front with a slotted disc, single-piston setup on the rear.

    Inside and out styling cues are varied with genuine M Tech, Alpina and Hartge components sitting in a comfortable mélange of E30-ness. The M Tech 2 bodykit, spoiler and leather sport seats combine with the Alpina steering wheel and vent gauge inside to make a cosy habitat for the driver while Hartge strut braces front and rear tighten up handling. Under the bonnet the rocker cover is a Hartge item with the logo machined off and replaced with that of BM Conversions – Ludwig Finauer’s now defunct Sydney-based BMW hot-rod shop, Finauer himself having long since retired to a coastal village somewhere south of Sydney.


    The result of Paul’s hard work is not the most outlandish E30, or the fastest, but it is one of the most complete performance cars in the E30 community Down Under and we think he’s more than surpassed his aim to build the ultimate E30 combining all the merits of the original design but adding ‘more of everything’.

    The final twist is that after enjoying the car for a couple of years since completing the build, Paul has now sold the car to Allan – in a way returning the driveline at least to the person he got it from. After our photoshoot finishes Paul offers to ‘swap back’ the 326i for his very worked E31 840i. Allan declines with a smile and as Paul and I watch the 326i disappear into the distance I’m sure I hear the E30 Whisperer sigh. Nothing twangs the heartstrings harder than someone else driving ‘your’ #BMW-E30 .

    DATA FILE

    ENGINE & TRANSMISSION: 2.6-litre straight-six #M20B26 / #M20 , 325i head and block, 323i crank, #Garrett-T05/03 / #Garrett turbocharger, water/methanol injection, #Haltech-Platinum 1000 ECU, 325i oil cooler, #Bosch yellow injectors, #Getrag-260 / #Getrag gearbox, lightened flywheel, performance clutch, 3.73 LSD diff with E30 M3 finned cover.

    CHASSIS: 8x16” (front and rear) wheels with 215/45 (front and rear) #Kumho KU36 semi-slicks, #BC-Racing coilovers, #Hartge strut braces, Mazda RX-7 #Brembo fourpiston calipers and slotted and dimpled rotors (front), slotted rotors single-piston calipers (rear), #Hawk pads, braided lines.

    EXTERIOR: #M-Tech 2 bodykit.

    INTERIOR: BMW sports leather seats, Alpina steering wheel, #Alpina vent gauge, Boost air-fuel and intercooler temperature gauges.
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    CRAZY HORSES. With 850bhp running at low boost, this silver #E30 could feasibly realise 1200bhp using its Precision PT88 race turbocharger and plenty of tasty tricks. Words: Iain Curry. Photos: Max Earey.

    What is the definition of a mad genius? Albert Einstein? Vincent Van Gough? Dr Evil? Yes to all of these, but such enigmatic figures are obviously few and far between. However, there appears to be an easy way to locate equally talented individuals with a sway towards the ludicrous. Just track down anyone in Scandinavia who’s into turbocharging BMWs, as these boys are confirmed forced-induction nutters. Finding such individuals shouldn’t be too difficult. There are loads of them hidden away in these chilly lands, and to locate one, just follow the lines of rubber laid down on the roads from their crazyhorsepowered burnouts.

    Over the years we’ve had our fair share of encounters with Scandinavian BMWs nudging 1000bhp, and in VS Motor’s E34 M5 with a proven 1129bhp, we found one of the most powerful modified BMWs in the world.

    There appears to be a challenger to the crown, however. Not only does this evillooking E30 claim to have the potential to compete with VS Motor’s 1129bhp, but it also promises to remain a fully useable road car. Not possible, surely? From what we witnessed on a cold evening in Sweden a few weeks ago, anything’s possible.

    There is friendly rivalry among Scandinavian tuners to create the world’s most powerful #BMW – one look on boostjunky . com will show that no other countries can compete with the Swedes, Norwegians and Finnish for the most ridiculous horsepower numbers. This E30 is going for the big prize, and with around 850bhp at present while running only 1.3 bar of boost, owner Helge Vik and Pure Performance Factory turbo expert, Andreas Bäckström, are sure it can crack 1200bhp.

    The amount of time, money and professionalism that has gone into creating this E30 is, quite simply, phenomenal. This has ensured it is still a useable street car – ready for journeys both short and long. It’s hard to believe, but owner, Helge Vik, drove for several hours from his Norwegian home into rural Sweden just to have his car photographed with us.

    If you could see a picture of this car when it left the BMW factory in #1984 you would never believe this was the same machine. Yes, 30 years ago this was a brand new E30 320i, but since Helge bought it in pieces a few years back, it’s undergone the sort of transformation that not even celebrity plastic surgeons could dream of.

    “In Norway, buying an original E30 #M3 is too expensive,” Helge said. “So a lot of people, like me, buy a normal E30 then get all the M3 parts over from Europe and build our own M3s.” It sounds like a lot of effort, but apparently the taxes and costs of registering a car such as the M3 in Norway are ridiculous. There seems to be no qualms from the government about strapping mighty turbochargers to these cars though, so it’s not all bad news.

    Helge has built up a bit of a reputation for himself by doing engine conversions in E30s. Dropping in an E34 M5 S38 lump is his favourite transplant, so it’s no surprise to find the big 3.6-litre straight-six under this car’s engine bay. Apart from that, the 40-year-old offshore oil rig mechanic has taken what he feels are the best bits from all the M3s to create a car to his exact taste. Witness the M3 Cecotto interior, the Evo Sport red harnesses and the Evo2 front bumper for example.

    The overall exterior is about as far removed from a standard 1984 #320i as you can get. #M3-E30 arches have been fitted and tastefully extended 3.5cm each side at the rear, and 2cm each side up front. The Evo2 front bumper has been modified with subtle extra air intakes either side of the tiny licence plate, while the large K&N cone filter can be seen behind the air intake below the clear front indicators.

    Most noteworthy is the huge cut in the front bumper revealing part of the gargantuan front-mounted intercooler. While being entirely necessary, it also offers that unbeatable tough look we associate with forced-induction BMWs. The bonnet vents are also practical and aesthetically beneficial, while the headlight eyebrows simply extend the car’s tough visage. Meanwhile, the painted carbon fibre front splitter from an E30 M3 race car is a fine finishing touch.

    The flanks boast more modernlooking AC Schnitzer mirrors, while the custom vents on the rear arches “are there to look cool rather than do anything”, Helge said. Speaking of cool, how about that rear end? Attention to detail includes the E30 M3 Evo Sport racing version lightweight bootlid, while how could you miss the DTM race car M3 carbon fibre rear wing? With the smoked rear lights and modified rear bumper to allow the quad exhaust exits, you know this car means business.

    With a body this special, it’s no surprise Helge’s gone for some impressive rolling stock to complement it. Custom 18” Braid deep-dish rims suit the Lachs silver E30 perfectly, with a 10” rear footprint each side again suggesting some serious performance intent. These sit beautifully on H&R springs and Bilstein Sprint shocks – just part of an impressive chassis set up to ensure the car’s driving characteristics match the engine’s otherworldly performance.

    Behind the M Power-badged Braid wheels are the entirely necessary bigger brakes – namely MovIt 322mm (front) and 320mm (rear) discs with four-pot calipers at each corner. These painted red calipers add a dash of colour to the car’s profile, and make no mistake – these anchors get some pretty regular and hard abuse.

    A peer into the engine bay explains why. It is both a thing of beauty and of outstanding ability. If you look past the immaculate aluminium detailing, carried out by Shung Van Bui, you can’t help but pick out the Precision PT88 race turbocharger sourced from the US. It is, as you’d expect with 1250bhp capability, an absolute monster, and is beautifully plumbed in alongside the required accoutrements for the big turbo.

    The 3.6-litre M5 engine features the cylinder head from a 3.8-litre version, and it boasts special Pure Performance Factory (PPF) camshafts and connecting rods, while JE has provided the pistons. The engine’s modified water system is from an old M6 (useful because it is quite small), while the radiator and intercooler are both custommade and considerably larger than standard. As you’d expect, cooling this lump down takes some serious doing.

    There are Bosch 1600cc injectors; the intake manifold is a PPF custom item, while Accufab provide an 80mm throttle body. PPF’s beautiful home-made (and on the shelves for sale at its workshop) 75mm blow-off valve and 60mm wastegate also feature. The hoses, which will have to work hard, are Samco Sport silicone items.

    All-important for controlling this muscle and getting the best out of it is some serious engine management. Autronic’s SM4 management is used, working alongside Autronic’s 500R ignition system with MSD CDI coils.

    Andreas from PPF is one of the leading BMW turbo experts in Scandinavia, and can confidently vouch for Helge’s E30’s performance. “It is at about 850bhp at the moment running low boost,” Andreas said. “Helge likes it at about 1.3 bar normally, but we’ll have it on a dyno this winter running at 2.0 bar. There’s a whole lot more power to come from the engine, so I’m hoping it will do 1200bhp ultimately.”

    Wow. These are confident words coming from a man who turbos cars for fun, and if he says it can make 1200bhp, there’s little reason to doubt him. After all, this is a man who built and raced the fastest BMW drag car in the world at one time (a sexy E21, since you ask).

    So what does 850bhp sound like when fully fired up? Pure, seething and angry race car is the simple answer. Helge decided to demonstrate a few burnouts for us and the cameras, eventually flying off into the distance leaving a good 1/4-mile of tyre tracks. Brave from a guy that has a six-hour drive home, but shows the confidence he has to properly use his turbo’d E30. “I got a special crankshaft from BMW Motorsport,” Helge said, “which are impossible to get hold of, but I managed it.”

    We expect the crank to stay in one piece then when using the engine to its limit, but what about the gearbox? Thankfully the ’84 320i cog-swapper is long gone, replaced by a racing Tremec five-speed. “The car does 150km/h (94mph) in second gear,” Helge explained, “which is a bit too much. I’ll probably change it for a six-speed.” The differential, which also must get some punishment, is a 3.25:1 M3 item.

    The Tremec gearbox with the current setup seems to allow the potential for silly speed figures. A top speed of 400km/h (250mph) was thrown around, but I’m not so sure with the boxy dynamics of the E30. That said, these boys are drag racing experts, and they don’t think a nine-second 1/4-mile pass is beyond this car either. Hard to believe, but we’d love to see it have a try.

    Incredibly, all these performance claims are with using normal hi-octane pump fuel – unlike the likes of VS Motor’s 1129bhp M5. And speaking of the go-juice, three custom Bosch 044 fuel pumps on Helge’s E30, again coated in aluminium, are veritable works of art. Located under the car’s rear, they’re difficult to take a look at (and photograph), but well worth it for the pure quality of craftsmanship. The underside of cars should not look this good!

    This is just another example of the incredible professionalism that has gone into creating this beautiful machine with performance capabilities to drain the blood from your body. Helge’s E30 had only been finished a few days before we photographed it, so the extra ECU-fiddling and drag strip-testing should give a better indication as to where Helge’s car will stand among the most powerful BMWs Scandinavia (and therefore the world) has to offer.

    Seeing it perform – 850bhp going through the rear wheels – along a straight road with the sun going down in rural Sweden, things look hopeful for this silver beauty. Even if it can’t eclipse the 1129bhp of VS Motor’s M5 when dyno’d, it is without doubt one of the most brutally gorgeous and impressively powerful BMWs we’ve ever known.

    If you could see a picture of this car when it left the BMW factory in 1984 you would never believe it was the same machine.
    It is without doubt one of the most brutally gorgeous and impressively powerful BMWs E30 we’ve ever known.
    DTM race car E30 M3 carbon fibre rear wing Giant custom intercooler goes some way to cooling the mighty lump.

    DATA FILE

    ENGINE: 3.6-litre six-cylinder E34 M5 S38 engine with 3.8-litre M5 cylinder head using standard valves, retainers and springs. Special PPF camshafts and connecting rods, oil-cooling nozzles under JE pistons, Bosch Motorsport 1600cc injectors, 3x custom Bosch 044 fuel pumps, PPF custom intake manifold with Accufab 80mm throttle body, PPF custom stainless steel exhaust manifold. Precision PT88 race turbocharger (can deliver up to 1250bhp), PPF 60mm custom wastegate, PPF 75mm custom blow-off valve, #BMW-Motorsport crankshaft, custom water system from E24 M6, custom radiator, very large custom intercooler, Samco Sport silicone hoses. Autronic SM4 engine management system, Autronic 500R ignition system with MSD CDI coils. Tremec 5-speed racing gearbox, E30 M3 3.25:1 differential. Aluminium engine detailing, BMW Motorcycle badges on suspension mounts.

    PERFORMANCE: 850bhp at 1.3bar (low boost), possibility of 1200bhp using full boost. Claimed 250mph top speed, estimated 1/4-mile time of nine seconds CHASSIS: 8.5x18” (front) and 10x18” (rear) Braid custom wheels with M Power centre caps shod in 215/35 #Kumho Ecsta (front) and 245/35 (rear) Pirelli P Zero tyres. H&R springs, #Bilstein Sprint shocks, camber and caster adjustable, Powerflex polyurethane bushes, Weichers Sport front and rear strut braces. MovIt 322mm (front) and 320mm (rear) brake discs with MovIt four-piston calipers front and rear.

    EXTERIOR: E30 M3 Evo2 front bumper with custom air intakes either side of numberplate, custom hole to reveal intercooler, carbon fibre front splitter from race car, headlight eyebrows, E46 M3 badges on bumper, custom bonnet vents, HiD headlights and front fog lights custom-made for this car, smoked lights all round. Custom rear bumper with quad exhaust exits, DTM race car E30 M3 carbon fibre rear wing, E30 M3 Evo Sport racing version lightweight bootlid, E30 M3 arches extended 2cm at front and 3.5cm at rear, custom vents for rear arches, #AC-Schnitzer mirrors. Car sprayed Lachs silver.

    INTERIOR: E30 M3 Johnny Cecotto interior with E30 M3 Evo Sport red harnesses, BMW suede steering wheel, chrome rings for dials, Sparco Fire Warrior.

    CONTACT: Pure Performance Factory, Sweden. pure-pf . com.

    The amount of time, money and professionalism that has gone into this E30 is, quite simply, phenomenal.
    Precision PT88 race turbocharger has 1250bhp potential.
    Custom fuel pumps under car.
    BMW motorcycle badges on suspension mounts.
    Aluminium engine detailing is phenomenal.
    The engine is a thing of power and beauty.
    Giant custom intercooler goes some way to cooling the mighty lump DTM race car E30 M3 carbon fibre rear wing.
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