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    1989 BMW Z1 £38,000

    This looks like a well-preserved Z1 – just replace the original tyres and your summer will be full of fun, reckons Paul Hardiman.

    This German-market Z1, in a slightly unusual Traumschwarz (Dream Black) came to the UK in 1998 with just three home-market stamps in its service book, all from BMW main dealers, and after two owners. There are now 11 more stamps from UK dealers and specialists and the latest of its four UK owners has compiled a detailed history summary. Last cambelt change was in 2016 at 83,737km (52,031 miles), new rear springs were fitted in 2014. The odometer now reads 84,680km (52,617 miles).

    The composite body is free from cracks – these cars tend to go first around the door locks as everything stiffens up with age, but this one is fine. It’s had some areas repainted – the last bill is dated 2012, but it doesn’t look like a full respray.

    The wheels have been refinished in BMW Sparkle Silver and are shod in original-specification Goodyear Eagles. They all have good tread, but at least two are so ancient they’re not even datestamped and the newest is 12 years old.

    If you intend to enjoy the car, they need putting on a shelf and using for show only. It’s not scraped under the floorpan or chin and the exhaust looks to be in fair shape, although the outer layer of the transverse rear silencer – which doubles as an aerofoil – is flaking.

    Z1 interiors, especially the seats, are not very robust and show their age quickly, but these have done quite well, being a little baggy on the bases as is normal but not too worn or discoloured, and the front bolsters are good. Carpets and dash plastics are all good apart from one tiny nick in front of the passenger. There’s a genuine BMW Bavaria stereo too – some came with aftermarket Sony units.

    The hood is original and good, apart from one tiny wear hole on the right-hand side. Most important, the electric doors open and close perfectly, as do the windows, and there’s no scuffing on their inner trims which happens if they wear or get badly out of adjustment. There’s slight wear to the sill side trims, caused by the driver and passenger sliding across to get in and out, but that’s normal.

    In the boot, the original toolkit remains clipped under the lid next to the warning triangle and the first-aid kit has never been opened. There’s a car cover too.

    The straight-six is clean and workmanlike rather than concours. Fluids are to maximum levels and it fires instantly. There’s a little balljoint-like rattle over potholes in Project Shop’s driveway, but it doesn’t feel worn out and drives nicely, with everything working as it should and the temperature steady a third of the way up the gauge. These cars aren’t blindingly fast, being slightly heavier than the E30 325i from which they borrow most of their mechanicals, but performance is adequate and handling excellent.

    As well as the detailed history file, there’s a photocopy of the Z1 repair manual, two sets of keys and an MoT until January. You can have a regular British numberplate if you want, too.

    CHOOSE YOUR Z1

    In production from March 1989 to June 1991, demand for Z1s is so high that 8000 are built, all LHD, against an original plan for 5000.

    The car is based on E30 and E36 mechanicals in a steel ‘punt’ chassis, clad in removable thermoplastic and glassfibre panels.

    The Z1 sees the first use of BMW’s multi-link rear ‘Z axle’, but its big novelty is electrically operated doors that slide down into the sills. 66 Alpina RLE conversions are built, all with 2.7-litre 204bhp engines.

    Just 50-150 cars (depending on who you believe) are officially imported into the UK, all with mph speedos and priced at £36,925. Expect to pay a small premium over mainland European examples if you can find one.

    TECHNICAL DATA FILE #1989 / #BMW-Z1 / #BMW / #BMW-Z-Series / #BMW-Z1-E30 / #BMW-Z-Series-E30 /

    Price £38,000
    Contact Project Shop, Bicester, Oxfordshire (projectshop.co.uk, 01869 351883)
    Engine 2494cc, sohc, inline six-cylinder, #Bosch-Motronic fuel injection / #BMW-M20 / #M20 / #M20B25
    Power 171bhp @ 5800rpm DIN
    Torque 164lb ft @ 4300rpm DIN
    Performance Top speed: 140mph; 0-60mph: 7.8sec
    Fuel consumption 30mpg
    Length 3925mm
    Width 1690mm

    Seats have aged well for a Z1 and the rest of the cabin’s in good nick.
    2494cc straight-six won’t win a concours prize but it works well.
    Bodywork and wheels look good and the sliding electric doors work as they should.
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    SIDEWAYS SHOW CAR Turbo #BMW-E30-Drift-Car

    Sometimes we find a #BMW that’s had so many changes it’s hard to spot them all. Ian Walpole’s E30 drifter is one such car and he did it all in his garage at home… Words: Mike Renaut. Photos: Matt Richardson.

    Don’t think of this one as a modified E30. It’s better described as a hand-built race car with a lot of BMW parts. At first glance it looks like a stripped M3 until you realise those arches aren’t quite the same and the back end looks different too… The guys with all the answers are owner Ian Walpole and his mate John Amor who helped him greatly with the build. Between them they’ve built and raced everything from a rally Vauxhall Viva HB to a trials Land Rover. They like a bit of everything, so in 2013 decided it was time for a drift car. “I’ve been into BMWs for a while,” says Ian, “I’ve got an E46 Touring I use for MCC Reliability trials with my dad as navigator – that’s all about stopping in boxes on hills and car control. This E30 was something different again.

    “It took us three years to build,” continues Ian, “I don’t know how my wife Sasha put up with it. Just before we went travelling - around 2011 - I’d bought a #1987 #BMW-325i-Sport-M-Tech-1 purely to drive about. It sat on the driveway unused and when we returned I saw rain had got inside and it was all mouldy. After an MOT and some TLC I tried selling but it wasn’t even worth £1000 so I bought an HX40 turbo and a manifold kit for it. The kit was awful, the ports were offset in the wrong place and John and I like to do things properly, so we started to modify parts to fit and the whole build spiralled out of control.”

    Caged Laser Engineering laser-cut a plate to fit the turbo and another to fit the cylinder head. “We then cut up the cheap manifold and fabricated new flanges and pipes creating a split pulse manifold with external 60mm wastegate and a screamer pipe exiting from the offside wing,” says Ian. “Then someone offered me £700 for the Sport body kit meaning we had money to play with. We pulled the motor apart and the crank was worn, so in went a 2.8 crank from an M52 and shorter rods, we balanced it all to within 0.1 of a gram and honed the block.” As you can tell, Ian has a well-equipped workshop…

    Next the head was reworked by Simon at Orchard Performance for a broad torque band, with oversized valves and porting allowing decent horsepower from a non-aggressive Schrick camshaft. The combustion chambers were modified to improve detonation resistance under boost and optimise combustion, resulting in a fastburning compact chamber that now runs cooler than stock. That alone resulted in an engine with torque enough to get the rear wheels spinning from 2500rpm to the redline. One of the few other areas the guys didn’t do themselves was the baffled sump, “We made one,” says John, “but kept thinking it didn’t quite look right. We reasoned that big companies know what they’re doing when it comes to designing parts, and the idea of oil starvation because we’d made a design mistake was scary, so we bought an off-the-shelf baffle for the sump and welded it in.”

    Currently the car runs 6psi of boost, which means 250whp. “On the first dyno run the boost was cranked up to 12psi which produced a puff of steam from the expansion tank and a misfire,” remembers Ian. “I knew the head gasket was the weakest point but I briefly saw 350whp! We’ve now fitted a Cometic multilayer steel gasket which is thicker than the old one, lowering the compression from 9:1 to 8.5:1 and allowing us to safely run extra boost.” That nitrous bottle in the back actually connects to the chargecooler, a £1000 item bought for just £70 on eBay, “We made a spray nozzle on the lathe so 2bar of pressurised nitrous is fired into the cooler, which freezes the inner radiator veins at -136ºC. This provides constant cool air to the engine,” he says. “I didn’t like the idea of injecting nitrous straight into the engine,” explains Ian, “but used this way it’s a great method of keeping the temperature regulated. When the car’s on the dyno being tuned it’s going to have a different temperature to when it’s outside on a track in hot sunshine.

    This set up keeps it constant to the dyno temperature conditions.” Waste nitrous exits via a pressure relief valve and homebuilt spray bar over the outside of the charge cooler – again helping it keep an optimum temperature. After all that, the boys kept things simpler with the gearbox; it’s the standard 265 Getrag five-speed unit with uprated pressure plate, although the friction plate has been modified with six sintered paddles and uprated springs by Precision Clutches of Yeovil.


    When it came to the body work, there was a clear plan, as Ian explains: “Building this car was all about airflow and weight saving.” The standard bonnet slam panel was getting in the way of that airflow so out came the angle grinder and the front 10” of BMW dropped to the workshop floor to be replaced by a removable lightweight 25mm tube version. “Yeah it’s a bit frightening doing that,” admits John, “but there are two of us so we knew we could fix anything between us.” Keeping the engine cool is a radiator from a 3.0-litre Mitsubishi GTO, but even then the guys couldn’t leave it stock and have handmade an alloy cowling for the 16” fan, “We also cut off the filler neck/cap and ran a bleed hose to an alloy expansion tank.” The fuel cell in the boot was bought from a hill climb car, “It’s an ATL-style bag tank with alloy shroud and the original BMW fuel cap – one of the few original parts that survived the build,” laughs Ian. Fuel travels via a low-pressure pump into a pump feed surge tank to a modified fuel rail and 600cc injectors, then returns to the tank via an adjustable pressure regulator.

    The front spoiler and bumper came from eBay; “It was a cheap part that arrived broken in two. We salvaged it and reinforced it with 0.5” alloy tubing and fibreglass, then cut out the indicator and number plate recesses for better air flow before hanging the bumper on quarter-turn Dzus fasteners,” explains John. The new arches were inspired by a modification Ian made to an Alfa Romeo many years ago and are hand-formed from 16- and 18-gauge steel, while each of the side skirts was made from a single sheet of aluminium, likewise the rear bumper.

    “The straight bends for the side skirts were much easier than the two days of TIG welding that bumper needed,” admits Ian. As for the final colour, “The guy who painted it – Luke Harvey of Tytherington Body and Paint - suggested adding rainbow flake into the lacquer over the black base.” It looks like a normal black until sunlight hits it, then it sparkles. Almost everything else is colour coded in Ian’s favourite Kawasaki Green.

    The boot lid is steel but there’s a carbon fibre one under consideration, “With a drift car you need a certain amount of weight over the back wheels,” says Ian, “we’re still experimenting – it’s more about balance than pure weight reduction.” That’s an M3 boot spoiler but with homemade adaptor plates to fit the non-M3 boot lid. “I fear we might have to fit a huge spoiler for stability in the future though…” says Ian. The weight saving even extends to having the door internals completely gutted and making up new lightweight door latching mechanisms from 15mm billet alloy – drilled, of course, for reduced weight.

    The E30 originally had a sunroof but now even the roof panel is fibreglass - saving 18kg and lowering the centre of gravity. “The roof was £67 on eBay but turned out to be in Glasgow,” laughs John, “we went in a van and did about £200 in fuel; I drove up and fell asleep exhausted when we arrived, so they just dropped the roof in on top of me and Ian drove back. It fitted alright once we cut the steel one off but the glue you use to bond it is £50 a tube.”

    The front screen is the glass one fitted at the factory but the rest of the windows are Lexan, “I bought the door pieces ready cut but made the others myself with a jigsaw to cut the air scoops into the quarter windows,” explains Ian. There are four scoops in total: two force air over the fuel pumps and swirl pot, the other pair are powered by two 12-volt in-line boat fans blowing air through the gearbox and differential coolers – mounted between the rear lights – with the air exiting through the space where the rear number plate used to be.

    The wheels came from Ian’s 2000 750iL; rear hub adaptors were employed to go from four- to five-stud and give an 80mm wider track. The rear suspension comprises HSD Monopro shocks and springs and adjustable trailing arms, all shod with Powerflex Black series bushes. The rear beam lower supports, meanwhile, are now also stronger and longer, which leads us to the front axle. It’s comprised of E36 HSD coilovers with re-drilled strut turrets and top mounts that are adjustable for caster and camber. E36 front hubs run homebuilt hub adaptors and connect to a Z3 steering rack via E46 inner and outer tie rods with four mm rack spacers added for greater lock. The power steering rack is re-engineered by cutting slots internally, allowing free movement of the rack lubricated by a smear of grease and meaning the pipework, pump and reservoir could be removed. That change not only saves weight but also gives better feedback during drifting.
    As for the exhaust system, would it surprise you to learn Ian and John hand built that too from 3” stainless steel tubing? “I cut two 90º bends and joined them to form a T-piece, the exhaust exits just ahead of the rear wheels and as well as being designed for free flow it helps push the tyre smoke back. And there’s plenty of it,” laughs Ian, “I’ve got specialised Achilles purple smoke tyres.”

    Inside two Sparco seats make up the minimalist interior with a Momo wheel and gauges from AEM. The handmade dashboard is covered in Alcantara while all the other important control switches – fans, gearbox and diff pumps – are in a strip console across the top of the windscreen. “It looks great,” says John, “but when you’re strapped into the car we found that was the only place where Ian could still reach the switches.” Low fuel, nitrous engage and low oil pressure warning lights are also fitted. The handbrake lever is carved from a single piece of billet aluminium, as are the door handles. The roll cage has been extensively modified too; it’s lightweight 45mm chromoly seamless tube and started out as a six-point cage but now has double that - along with dash bars, more crossbars and strengthened mounting plates. Even the stock heater is now housed in a much smaller homemade alloy surround, “There’s not much of this car we haven’t touched,” admits John.

    “When I first saw it in paint I didn’t recognise it as my car,” remembers Ian, “it was stunning. We’re both really pleased with how it turned out.” Did working together ever lead to any arguments about parts choices? “I just left all the difficult decisions to Ian,” laughs John, “Yeah and all the difficult jobs too,” jokes Ian. “It was 50% planning and 50% experimenting, some pieces were a bit scary but we bounced ideas off each other.”

    Ian and John both insist this is a drift car, and was never intended to be a show car, but then Ian reveals just how many hours John has spent polishing the engine bay for our photos. “I used an entire tube of Autosol,” admits John, “we weren’t aiming to build a show car but, yes, it did get out of hand.” Thanks also go to Ian’s wife Sasha who apparently “cleans all the bits no one normally sees.”

    Surely then, and this is a sentiment echoed by almost everyone who has seen the BMW, the car is too nice to risk smacking into an Armco by drifting? “Of course it’s going to get hammered,” agrees Ian, “but it’s designed to be hardy. The body is mainly steel, the fibreglass panels can be changed in a few seconds since they’re all on Dzus fasteners and we can rebuild anything we damage on the track - I just hope Luke can match the paint again!”

    THANKS To the staff and visitors at Castle Combe Circuit (castlecombecircuit.co.uk, 01249 782417) for their assistance with this feature.


    DATA FILE Turbo Drift #BMW-E30 / #Getrag / #BMW-325i-E30 / #BMW-325i / #Holset-HX40 / #Holset / #1987 / #BMW-325i-Turbo-E30 / #BMW-325i-Turbo / #BMW-325i-Drift-Car / #Drift-Car / #BMW-325i-Drift-Car-E30 / #BMW-3-Series / #BMW-3-Series-E30 / #Bosch / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30

    ENGINE AND TRANSMISSION 2.8-litre single-turbo straight-six M20, aciddipped #M20B25 / #BMW-M20 / #M20 block, modified baffled sump and oil windage tray for better oil return, M52B28 84mm-stroke crankshaft, #M20B20 conrods, M20B25 low-compression pistons with new rings, modified oil pick up and oil filter relocation kit, #ARP big end and main bearing bolts, #ACL-Racing Race Series crankshaft bearings, Saab 9000 turbo 3bar MAP sensor, original cylinder head gas flowed, ported and polished, 1mm-oversized valves with uprated springs, custom torque-focused inlet porting, high gas velocity exhaust ports, custom combustion chambers, improved oil return galleries, uprated rocker arms, 272 #Schrick cam, #Vernier cam pulley, titanium retainers and collets, #Holset-HX40 turbo from a Cummins diesel, bespoke split pulse exhaust manifold, 60mm external wastegate and screamer pipe exiting offside front wing, Mitsubishi GTO radiator with aluminium expansion tank, Ford V6 coil pack and Canems ECU, crank position, intake air temperature, throttle position and manifold absolute pressure sensors, ATL fuel cell, Facet low-pressure fuel lift pump, fuel surge tank, 255lpm #Bosch-044 fuel pump, modified fuel rail, 600cc injectors, adjustable fuel pressure regulator, low-friction AN-6 Teflon hoses, Aeroquip fittings

    TRANSMISSION E30 325i #Getrag-265 five-speed manual, uprated pressure plate, friction plate modified with six sintered paddles and uprated springs, rebuilt E30 limited slip differential

    CHASSIS 8x18” (front) and 9x18” (rear) #BMW-Style-32 wheels with 215/35 Yokohama Prada Spec 2 (front) and 265/35 Achilles ATR Sport Violet purple smoke tyres (rear), E36 HSD Monopro adjustable coilovers, re-drilled strut turrets and adjustable top mounts, E36 front hubs with homebuilt hub adaptors, Z3 steering rack, E46 inner and outer tie rods with 4mm rack spacers, standard subframe with HSD dampers, uprated Powerflex Black Series bushes, adjustable trailing arms and anti-roll bars, E36 #EBC-Turbo grooved 286mm discs with E36 calipers and EBC Yellowstuff pads (front), EBC Turbo Groove 258mm discs (rear), line lock and hydro handbrake with standard handbrake shoes, mechanism and lever removed

    EXTERIOR 901 Black with rainbow glitter lacquer, other details in Kawasaki Green, handmade steel wide-arch front and rear quarters, handmade side skirts, fibreglass roof panel, hand-fabricated removable lightweight 25mm tube slam panel, hand-formed aluminium inner wings, heavily modified reinforced fibreglass front bumper, flushed door locks and filler cap, Lexan windows with air ducts, Titanium exhaust guards, spare tyre well and battery box removed from boot, handmade aluminium boot floor, original number plate recess, boot hinges and bulkhead removed, new handmade ally bulkhead riveted in, Anodised green motorcycle floodlights, front and rear strobes

    INTERIOR Fully stripped out, all sound deadening removed, floor cut and tunnels for side exiting exhausts fabricated, six-point half roll-cage modified into 12-point cage with 45mm crossbars, handfabricated aluminium dashboard, modified heater box to fit behind cage, hydro handbrake and homemade mounting, Sparco seats and STR 3” harnesses, new door inners with home-fabricated lightweight harness material door pulls and latch mechanisms, carbon fibre door cards
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    / #M20-heads and #M20-headbolts / #BMW-325i-Touring / #BMW-325i-Touring-E30 / #BMW-325i-E30 / #BMW-M20 / #M20B25 / #M20 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E30 / #1988

    Back in 1995 I was working, not as a waitress in a cocktail bar, but as a salesman for a now defunct outfit called #SGT (Station Garage Taplow), a well-regarded multi-franchise garage with a distinct villagy feel – Alfa, Lotus, Morgan, Subaru and Mitsubishi – a fine mix. We also took the odd BMW in part exchange including an E28 M5 that, oddly, had to be road tested by everyone.

    One car we saw that caused some consternation was a 1988 BMW-325i-Touring that had been fitted with a new engine under warranty by BMW in 1993… when it was five years old? It turns out that a rare problem had occurred – the head of one of the 19mm cylinder head bolts had sheared off and a cam lobe had punched it clean though the waterway. BMW replaced the engine free of charge but I was reminded of this ten years ago when I bought an insanely cheap #1986 520i and found a bolt head resting in a corner of the head – talk about lucky!

    On this occasion, I bit the bullet and replaced every head bolt, one by one, with the 1989 onwards stretch bolts that #BMW had introduced. Do it in the same pattern you would use when torquing up head bolts after a gasket job and it will be fine. But there are still thousands of M20 units out there and I heard of another failed bolt recently. In other words, if you have an M20 remove the oil filler cap, check all the bolts and if you have 19mm hex headed ones – get them changed… sharpish.
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    HITS THE SPOT Z1 PERFECTION Tweaked and tuned Roadster

    An oddity it might be but the Z1 is a mighty fine driving machine that can be easily enhanced with a few choice mods. Words: Elizabeth de Latour. Photos: Sebas Mol.

    Super-slick BMW Z1 E30

    “Few cars are capable of turning this many heads with so little effort”

    I don’t like convertibles, I don’t like roadsters, I don’t like soft-tops in general – whatever you may choose to call them. Most girls do, but not me. I have nothing against them or the people who choose to buy them but they’re just not for me. The Z1, on the other hand, well that’s a different matter altogether. For some reason this futuristic oddity has always been very special to me and I still remember being blown away when I first saw it at the British International Motor Show at Earls Court back in #1988 at the tender age of six. But how could you not have been, even as an adult at the time? Or even as an adult now?

    The ‘Z’ in BMW’s Z models stands for ‘Zukunft’, meaning ‘future’ in German, and no other model has managed to capture the essence of that word so completely as the Z1. The Z8 did look pretty futuristic but it was a modern reimagining of the 507. The Z1, however, was its own car and one that has magically managed to avoid ageing. It’s such a rarity and such a great-looking machine, especially with the roof down. Its clean lines and fantastic styling details belie its 27 years of existence. Whilst on a shoot with one a few years ago a passer-by even wandered over and asked if this was the new model of BMW!

    Now, Z1s are expensive so you have to be pretty committed to want to modify one, but for owner Patrick Emperhoff modifying was the logical course of action when it came to bringing his sorry-looking Z1 up to scratch. “I have been interested in BMWs since I was 18 years old and the Z1 was the car that started it all for me, although I did not have enough money to buy one at the time,” he says. That didn’t stop him from indulging in some of BMW’s other offerings, though, including an E30 318i Cab, an E21 that he swapped an Alpina M20B27 engine into, a 2002Ti, and E93 335i – all of which he still has. He never stopped thinking about that Z1, though, and had to wait 15 long years before he finally got to fulfil his teenage dream and pick up this very car.

    It was, says Patrick, in a bad way. Not that you’d have any clue looking at it now. It’s not just super-clean but has been treated to a host of choice mods that have given it the sort of purposeful look that we approve of. As far as the styling goes, this Z1 has been left alone because, well, why mess around with such a great shape?

    Whatever position and combination of doors and roof you go for the Z1 refuses to look ungainly or ugly and few cars are capable of turning this many heads with so little effort. So, if you’re not going to touch the styling, what can you do to up the ante in the looks department? Wheels and suspension? Yeah, that’ll do it…

    The wheels, Patrick tells us, were already on the car when he bought it, although the centres had been painted violet, which we can’t imagine was a good look. But now those 17” OZ Futuras deserve all the praise that you can heap upon them, with Patrick getting the centres back to a far more natural and neutral silver, while the dishes have been polished to perfection. They really suit the car, especially when combined with the drop delivered by Patrick’s choice of suspension. You’re not exactly spoilt for choice when it comes to aftermarket suspension choices for the Z1 but if something’s worth doing, it’s worth doing right. This is why this example has been treated to a set of special production coilovers from H&R, which deliver a ride height that’s spot-on. The chassis has been further sharpened-up with the addition of some Powerflex bushes, while under the bonnet sits an aluminium strut brace.

    A lot of the changes that Patrick has carried out are beneath the skin, while we can’t see them, he can most definitely enjoy the positive effects they have on the driving experience.

    The Z1 interior is a strange place, a mix of familiar #BMW-E30 switchgear, a few oddities, like the mismatched speedo and rev counter (the latter being smaller and sticking further out from the instrument cluster), and those seats. They are quite unlike anything ever fitted to a BMW before or since, with their futuristic styling, a creative combination of materials and that crazy camo print pattern.

    They’re super-comfy, super-grippy, and offer loads of support – which are all things you want from a seat mounted in a car that handles as sweetly as the Z1, especially with that uprated suspension on board. To further sharpen-up his Roadster’s responses Patrick has fitted a quicker steering rack to pick up the slack, with a smart Alpina steering wheel offering the perfect means with which to carve through corners, along with a short-shift kit.

    While the Z1 is nimble and light on its feet, with a capable and willing chassis, the #M20B25 under the bonnet doesn’t have quite enough grunt to make the most of what the chassis is capable of. It’s still a glorious engine and with 170hp and 164lb ft of torque it’s not short of shove but the Z1 is crying out for a little more under-bonnet action. Patrick hasn’t gone mad on engine mods but he’s carried out a few tweaks to make the most of what he’s got. A chip has helped to perk the engine up a bit while a Wiesmann exhaust has given it a more sonorous soundtrack. Finally, a 3.90 LSD has added a lot more punch and made the Z1 feel a lot quicker and more responsive.

    The combination of H&R coilovers, quicker steering, a short-shift, and a shorter final drive has resulted in a car that is insanely fun to drive, with plenty of straight line punch. Patrick has turned an already sharp chassis into one that’s scalpel-like in its precision and response. Indeed, the chassis upgrades are Patrick’s favourite aspects of his Z1. “I love the suspension and the quick steering; it feels like a gokart!” he says with a grin. And, while he’s more than happy to show it off, because you can’t own a Z1 and shy away from attention, this is not a show queen and his future plans for it are entirely centred around driving it. We couldn’t approve of that any more if we tried.

    TECHNICAL DATA FILE #BMW-Z1-E30 / #BMW-Z-Series / #BMW-Z-Series-E30 / #BMW / #BMW-Z1-Wiesmann / #BMW-Z1

    ENGINE AND TRANSMISSION: 2.5-litre straight-six #M20B25 / #BMW-M20 / #M20 , performance chip, #Wiesmann exhaust, five-speed manual gearbox, 3.90:1 LSD with M Roadster cover with cooler

    CHASSIS: 8x17” (front) and 9x17” (rear) #OZ-Futura wheels with 215/40 (front and rear) tyres, #H&R special order coilovers, #PowerFlex bushes, aluminium strut brace, stainless brake hoses, quicker steering rack

    EXTERIOR: Stock

    INTERIOR: #Alpina steering wheel, short-shift kit
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    E30 325i TOURING SWEET LIKE CHOCOLATE

    This gorgeous brown E30 Touring is good enough to eat. Fed up of seeing the same old shit? Aside from a ground-scrapingly low stance, unique wheels and paint job, Custom Cars’ latest demo vehicle proves that with a few special touches and not much money you can produce a feature car. Words: Louise Woodhams. Photos: Simon Dodd.

    In my opinion, the reason why the VW scene is at the forefront of the modifying game and continually moving on to the next level, is ultimately down to two factors. Firstly, they’re not afraid to put their hands in their pockets, and when 19” Phaeton wheels and a twin-turbo W12 Bentley engine pushes the ceiling, they’re not reluctant to think outside the box either. Unfortunately, it’ll be a while until we fully hit it, but owner of this quite sublime E30 Touring, Dipesh Amin, is desperate to give the UK scene a new injection of life. No doubt most of you will already know the name, an influential member of the PBMW forum and the man behind styling specialist Custom Cars. His first creation, a turbo’d E30 M3 with 3.5 conversion, was featured in March 2005, and has since spurred a number of one-off force induced E30 Tourings, and more recently, Patrick Samuels’ E34 M5-engined E30 M3 Cabriolet.


    Built for £7000, this 325i is proof that you don’t need to remortgage your house to create a car worthy of being splashed on these very pages. Ultimately, the key ingredients to this ride are hard slammed suspension, unique wheels and an individual colour scheme, oh, and a few special styling touches to give it the edge. It’s clean as heck. Too clean perhaps, as Dips mentioned to me that on more than one occasion he has had to actually point out what he’s done to admiring onlookers, but there’s no denying that OEM+ along with a bit of imagination gets attention, even if you’re not sure what has been done.


    Unfortunately, and it’s a view that Dips very clearly shares with us, a lot of BMW owners suffer from blinkered vision. Rather than setting trends and being original, they prefer to stick with what’s safe, which frankly, is just boring. While the overall standard of Bavarian metal in the UK has been raised over the past few years, we’re still going to shows and finding row upon row of very similarly styled and tuned cars.

    Surely modifying is about pushing boundaries and making an individual statement, so okay you may borrow a few ideas here and there, but there really are no set rules or regulations, especially if you want to make a statement with your creation. And this car certainly does that!

    When you’re the owner of an independent workshop, customers’ cars take priority over your own, meaning this ’88 Touring sat unloved and untouched for three years, bought back when he first had the idea of building a retro car. Fortunately, the engine had been rebuilt by the previous owner, so all that remained was for Dips to freshen up the mechanicals; new wishbones, bushes, drop links and rod ends, among other things, were sourced and fitted. Being an automatic, internal engine upgrades or forced induction were never part of the agenda. Instead a Quikshift air filter was employed, which uses extremely fine stainless steel wire mesh to maximise air flow, along with a Powerflow exhaust system, and bringing that magical 150bhp to the party is a Dynotune nitrous oxide direct port kit. In some respects, it is considered the most complicated to install due to the required plumbing, but Dips tells me the benefits far outweigh the complexities. Not only are direct port systems nicer to look at, but because the injector nozzles are screwed into each runner of the intake manifold, you can jet per cylinder and control how much fuel and nitrous go into each for optimum power delivery (in this case up 1300bhp).

    Sadly the car wasn’t ready for the Ultimate #BMW show at Santa Pod, but they’re hoping to test it at the Flame and Thunder event later this month.

    Now it may look as though this car is on air-ride, but Dips’ Touring has been lowered the traditional way – on coilovers. The prototype three-way adjustable setup (height, damper and rebound) with remote reservoirs has been supplied by Automac and has enabled Dips to drop the front by a highly respectable 100mm and 80mm at the rear. Aiding the slam job is the original set of 16” BBS RM wheels, but to make them stand out they were sent to Germany for bigger dishes, once 6.5” in width they now measure 8” up front and 9” out back. And if that wasn’t enough, the rims were then steam cleaned, sprayed black and the face fully polished. Custom shallower centre caps were made and fitted and each bolt plated in 24-carat gold, although Dips got the shock of his life when he realised it would set him back £3 a bolt and with 32 on each corner, that amounts to quite a bit! The rims look superb however, especially against the sumptuous, rich and silky smooth brown bodywork, and the tyres are so low profile, they look like they have been painted on!

    While the motoring consumers’ preference for silver and black continues to grow, Dips decided to throw a spanner in the works with his custom Renault brown hue flecked with gold pigments. Once staple of the earth-tone ’70s, brown is now the colour synonymous with 21st century high-end luxury cars and, it seems, fitting for the beautifully proportioned E30 – now the epitome of retro cool. “If you’re going to spend 2k on a paint job, why not go for something completely different? We experimented for weeks with different shades from various manufacturers but it was worth it, this colour works so well with the rims and interior,” explained Dips.

    It’s not just the colour that aids this car visually, it’s the subtle approach Dips has taken with his careful choice of adding and deleting certain parts. One of the original reasons for buying this Touring was because of the electric glass sunroof, a rare factory option that modifiers in the States apparently pay up to £500 for, and the first we’ve ever come across. The M-Tech 2 kit already fitted was unfortunately in a bad way, so it was stripped down before being resprayed, at which time the handles and mirrors were colour-coded, the kidney grille de-chromed and smoked MHW rear lights and Hella fronts employed. This car is a real test for people who claim to know their E30s; the rear wiper, side repeaters and locks for example have been deleted, so has the notch in the petrol cap, and the bonnet and bootlid flushed. The front and rear arches have both been flared and the diffuser is custom-made from plumbers’ copper piping, a real testament to the handiwork of Dips. In a bid to continually evolve, he was even thinking of going for a bronze window tint, but with the factory tinge being slightly green it wouldn’t have worked. Being an E30 owner myself, it really made me think just what is possible with the right vision and mindset, the detailing is in abundance.


    Similarly, the interior left me feeling very ashamed of my own efforts. The roof lining was sagging, so it was retrimmed in black Alcantara along with the A, B and C pillars.

    The carpet was dyed the same colour, and to provide a contrast, the glove box, centre console, under dash tray, outer trim of the door cards, centre section of the steering wheel and even the nitrous activation switch were colonised and colour matched to the beige leather sports seats. These are perhaps the more noticeable changes, but did you spot the rear headrests that were fitted along with the 15lb nitrous bottle and unique rectangular shaped Vibe 6x9s in the boot, both sprayed to match the exterior?

    No, what about the auto shift, which Dips swapped for an E46 item and retrimmed the inner section of in brown Alcantara to match the steering wheel? Not exactly retro but a definite improvement over the old Tshape knob. In keeping with the two-tone theme, the face of the instrument cluster was smoked with additional LEDs fitted to help the dials stand out, and a black CD tuner was sourced, in this case the Sony CDX-CA900. And if you think all of that’s anal, you’ve got another thing coming.

    “No one ever modifies their rear view mirror so I thought why not use it to house the auxiliary gauges. Impractical as hell, but cool,” Dips explained. You’re telling us! Having paid £50 for an M-Tech 2 sports mirror in order to utilise the wire within the stalk for the map reading light, people thought he was mad when they heard he was going to cut it up, and then reduce the gauges to almost a quarter of their size in order to get them to fit!

    For Dips this car combines two of his most favourite aspects in a car – it looks good but you can also cane the shit out of it – it’s no cotton wool show car, that’s for sure! Having bought it for next to nothing, he’s turned what he literally describes as a shed into what is in our view, one of the best E30 Tourings to date. Perhaps more impressive is the strict budget he adhered to, and the fact it was built in his garage with the help of few friends in just three weeks, proof that almost anyone can create a car of the same level. Okay, so he’s been working with cars for the past 20 years, and he learnt mechanics working in main dealerships, but the bodywork side of things was self-taught. “E30s are limited as to what you can do with them but you have to work with what you’ve got. If you have the right ideas and the vision to see what the car will look like finished you can’t go wrong,” he explained to us. Our point exactly, and if you needed any further evidence, just look at what he’s done for customers to date. In Dips’ endless quest to keep modifying, pushing the scene forward and open up people’s eyes to just what’s possible, we’re glad to tell you there’s still a lot more to come from the Custom Cars stable.

    Direct-port nitrous oxide kit not for the faint-hearted. We’d sure like to see what it brings to the party at Santa Pod.

    Special thanks to RAC Auto Windscreens that kindly agreed to let us use its Feltham fitting centre for the shoot.

    Low enough for you? We love strict regime of colour-coding and deleting Dips has adhered to.

    “No one ever modifies their rear view mirror so I thought why not use it to house the auxiliary gauges. Impractical as hell, but cool.” You’re telling us!

    DATA FILE / #1988 / #BMW-E30 / #BMW-325i-Touring-E30 / #BMW-3-Series-E30 / #BMW-3-Series / #BMW-325i-Touring / #BMW-325i-E30 / #BMW-325i / #DynoTune / #BMW-3-Series-Touring / #BMW-3-Series-Touring-E30 /

    ENGINE AND TRANSMISSION: 2.5-litre straight-six #M20 / #BMW-M20 / #M20B25 rebuilt with #M20-DynoTune direct-port nitrous oxide system jetted to 150bhp including braided fuel lines and nitrous lines, #Quikshift air filter and #Powerflow stainless steel straight-through exhaust system with twin 3” rolled pipes, four-speed EH auto switchable Sport gearbox

    CHASSIS: 8x15” (front) and 9x15” (rear) #BBS-RM / #BBS custom wheels with 24-carat gold plated bolts and custom centre caps shod in 195/45 Toyo tyres and 215/40 Dunlop tyres respectively, 15mm spacer on the rear, Automac prototype three-way adjustable coilovers (lowered 100mm up front and 80mm out back) with new wishbones, bushes, drop links and rod ends, #Brembo brake discs and #Pagid pads all round

    EXTERIOR: #M-Tech 2 body kit, custom rear diffuser, flared front and rear arches, flushed bonnet, tailgate and petrol cap, side repeaters and locks deleted, colour-coded door handles and mirrors, kidney grille de-chromed, MHW smoked rear lights and Hella fronts, full respray in custom Renault brown with gold flake

    INTERIOR: Sports beige leather seats with M logo, colour matched and colonised glove box, centre console, under dash tray, outer trim of door cards and centre section of the steering wheel, A, B and C pillars and roof lining retrimmed in black Alcantara, rear headrests fitted, E46 auto shifter with inner section retrimmed in brown Alcantara to match steering wheel, M-Tech aluminium pedals, smoked instrument cluster face with additional LEDs, smoked auxiliary gauges (oil and water temperature, and oil pressure) custom fitted to an M-Tech 2 rear view mirror, carpet dyed black, beige mats and load cover, colour-coded 15lb nitrous bottle in boot

    ICE: Sony CDX-CA900 CD tuner, Vibe SEK50 5.25” components and QB69 rectangular shaped 6x9 speakers

    THANKS: Custom Cars (07957 432167, 07956 605065) & all the boys that helped out, Automac GB Ltd (020 8440 8700)

    Have you ever seen anything like it? Auxiliary gauges fitted to the rear view mirror, just one of many custom touches.

    “We experimented for weeks with different shades from various manufacturers but it was worth it, this colour works so well with the rims and interior”
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    LOW AND BEHOLD

    We’re in a purple daze after seeing this gorgeous bagged E30.

    This ground-hugging bagged E30 has been a true labour of love. Words: John Tallodi / Photos: Denis Podmarkov

    E30s have always been popular in these pages and their retro lines have become even more desirable as time passes, with some amazing builds making the most of that effortless ’80s style. They are a great canvas for any aspiring modder and whether slammed, cut, turbo’d, track-prepared or ICE’d, you can expect to find at least one E30 nestling among these pages each month. And this month is no exception…

    Zach Dunn is not your usual 21-year-old, having been involved with BMWs from an early age. His first taste of the Blue and White Roundel was with a manual E36 325i. “My first BMW was a birthday present from my parents. I had tons of fun driving it and I couldn’t have asked for a better gift and something to start out with,” he says. Since then he has owned half a dozen BMWs, working his way through most of the back catalogue of 3 Series models, with two E30 325s (including this one), an E36 M3, an E46 328Ci, as well as a pair of classic 02s.

    Having grown-up learning everything he could from his dad (who owns a bodyshop), none of his cars escaped without receiving some sort of modification. “They generally all get modified in the same way: I do some type of suspension setup to make them a little bit lower and I always like to change the wheels to something that is more unique. I also tend to do a few exterior upgrades, like the paint, bumpers, lips, lights and other little details.” In fact, lowering BMWs has become something of a passion for Zach. He got into it when the trend caught on in his area and all his friends started lowering their cars – although all his creations all bear his own distinct style.

    Having been exposed to such a variety of machinery, Zach decided that his next project had to be an E30. He felt that the older cars had more character and that the E30 had limitless modding potential as well. Having seen so many E30s done, he just had to have a go at making one that was just right for his tastes. Cue his latest project: a choice-looking E30 two-door. With its 17” AC Schnitzer wheels and air suspension it hunkers low over its arches and looks just the right kind of menacing without resorting to massive spoilers or wide-body kits. It is a far cry from the state it was in when Zach first laid eyes on it. Sitting forlornly at a local shop that specialises in older BMWs, it was a non-runner and in a relatively sorry state, generally needing a bit of TLC in every department. “I wasn’t really worried about the shape it was in,” explains Zach, “because I knew I was going to totally transform it. The shop got it running and I picked it up a few months later.”

    Zach likes to have everything pre-planned well before the actual purchase, as he tells us: “Before I even bought the car I had everything that I wanted to do with it figured out. From the wheels, to the colour, to the suspension, I knew how I wanted the car to be, inside and out. I could see it all in my head, which really helped me throughout the whole process.”

    Having had lots of experience with lowering cars in the past using coilover setups, Zach knew that he needed to go down the air route if he wanted to go lower and still maintain the driveability of the car. After some research he settled on an Air Lift setup from Bag Riders. Up front he’s running off-the-shelf E30 struts and adjustable camber plates, while at the rear there’s a set of Air House 2 bags. In the boot there’s a simple wood-mounted install with a fivegallon tank and a single Viair compressor.

    Thanks to his knowledgeable family and friends, Zach was not alone when it came to getting his E30 to the spec he wanted. “Everything was done at my dad’s shop, Dunn’s Auto Body and Repair. My friend Jason Hower did most of the air install with the help of my uncle Jason Longenecker. I did the air tank while they got the bags, management and lines figured out.” The pristine-looking exterior was also helped along by Zach’s brother Ryan, his friend Jared, and his dad – who helped spray the car and sort out the body panels.

    Many hands make light work and the car took a total of about one month to get to a level Zach was happy with. The bodywork took about two weeks with a respray completed over a weekend. Smaller items, such as the trim and interior dyeing, took a couple of weekends and the air install was done in three days. Extra help and motivation came from Zach’s wife as well as good friend Denis Podmarkov.

    Looking at the finished product, the paint colour could have been plucked right out of BMW’s own catalogue but it is actually a Volvo colour and it suits the car’s looks down to the ground. “My favourite modification on the car was probably the paint. It was something that my dad and I could do together and it turned out exactly how I was hoping,” Zach grins. “The colour was something I hadn’t really seen before on an E30 and I was constantly asked what the paint code is, no matter where I went.”

    When it came to choosing a set of wheels, it took Zach a while to come to a decision. “I had a set of 16” CCW LM20s built for the car and I left those on for about a year,” he says. But the AC Schnitzer Type 1s are his all-time favourite wheels so when he finally managed to find a set of 17” Racing splits, his wife bought them for him and they look awesome on the E30. The wheels sit on 4x100 to 5x120 adapters and measure 7” wide up front and 10” at the rear, wrapped in 195/40 and 215/40 rubber front and rear respectively. With the car aired-out the edges of the polished lips sit absolutely flush with the arches. Other changes to the exterior include a Volvo front lip, US ellipsoid headlights, blacked-out trim and a shaved antenna. They’re all subtle mods that add up to a head-turning result.

    The interior retains its standard trim save for an M Tech 1 steering wheel, and a redyeing of the seats in a different colour to match the paintwork better. “I didn’t get to do too much with the interior. It was tan when I bought it but I didn’t like the idea of tan and purple together so I kept all the original seats but dyed them, the carpet, and the headliner black,” Zach tells us.

    As it stands, visually the car looks perfect, appealing in equal parts to both traditionalists and more extreme modders alike. However, with the eye-catching paintwork and wheels, you may be surprised to find that under the bonnet all is still as BMW intended. Zach’s primary focus was getting the car aesthetically right and as the original M20 lump and running gear were all in good nick he decided to leave them as is. There is definitely a retro charm in a wellmaintained straight-six M20 coupled to a five-speed manual ’box.

    Having planned and executed everything out in such detail, this build must have been a true labour of love. However, needing funds for new projects meant the car had to go. Having put so much of his own style into it Zach would love to buy the car back someday, though. “It taught me so much, and it will always be ‘the one that got away’,” he muses. In fact, he’s even mentally planned additional mods he’d do if he did ever get it back: “It would be nice to put an S54 engine in there. I’d also go with a full M cloth interior, upgraded seats, Smiley headlights, M Tech 2 steering wheel, MHW tail-lights, side skirts, and Euro trim/grille and bumpers.” Clearly the man has style and an appreciation for the finer points of classic Beemer modding. Here’s hoping this automotive relationship was meant to be and the low riding E30 will find its way back into Zach’s life further down the road.

    In the meantime, with a BMW shaped hole to fill in his driveway, what is Zach thinking of working on next? “I’m hoping to have an E30 M3 someday. The shape and design, the performance, the history behind them, pretty much everything about them makes me want to have one. And I have every single detail in my head about what I would do with it!” Judging from his past record there is no doubt that whatever changes he undertakes, they will surely make for a show-stopping car.

    Three-piece 17” AC Schnitzer Type 1 Racing wheels look awesome and suit the E30 perfectly.

    DATA FILE Air-ride #BMW-E30 / #BMW-325i / #BMW-325i-E30 / #AC-Schnitzer-Type-1-Racing / #AC-Schnitzer-Type-1 / #AC-Schnitzer / #BMW-325i-Air-ride / #BMW-325i-Air-ride-E30 /
    ENGINE AND TRANSMISSION 2.5-litre straight-six #M20B25 / #BMW-M20 / #M20 , stock five-speed manual gearbox
    CHASSIS 8x17” (front) and 10x17” (rear) AC Schnitzer Type I Racing wheels with 4x100 to 5x120 adapters,195/40 (front) and 215/40 (rear) tyres, #Air-Lift-V2 Management, #Air-Lift E30 front struts, adjustable camber plates, Air House 2 rear bags
    EXTERIOR Volvo purple respray, Volvo front lip, US ellipsoid headlights, blacked-out trim, shaved antenna
    INTERIOR Black dyed interior, M Tech 1 steering wheel, 1/4” airlines, five-gallon air tank, single Viair compressor
    THANKS Gabrielle Dunn, ‘Spike’ Dunn, Lorrie Dunn, Ryan Dunn, Jason Longenecker, Jason Hower, Jared ‘Shorty’ Hower, Denis Podmarkov, Dunn’s Auto Body and P #BMW
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    BODY DROP E30 Air-ride 325i hits all time low

    BODY DROP TOP / Anyone can bag their car to get it low, but hitting the ultimate low takes dedication, as this E30 Cab ably demonstrates.

    If you’re truly dedicated to the pursuit of lows then you need to go beyond basic air-ride, as this Northern Irish E30 Cab demonstrates. Words: Elizabeth de Latour. Photos: Steve McCann.

    Air-ride is a wonderful thing. It might still have its naysayers, but almost everyone else on the modified #BMW scene has welcomed it with open arms and it almost feels like there are more bagged BMs about these days than static ones. It’s practical when driving out and about, and then when you park up you simply hit a button and boom instant lows. But for some people, that’s not quite enough, and one of those people is John Peden, owner of this E30 Cab and MD of Peden Conceptz, which specialises in bodywork, air-ride and hydraulic suspension.

    “It sounds daft now but when I started the company years ago, we were building fibreglass monstrosities and putting a ‘z’ on your business name was all the rage,” he laughs. Running such a company puts John on the frontline of the air suspension (and juice) scene, so it makes sense that he’s got a few examples of his own that utilises it: “I’ve got a Porsche 964 on hydraulic suspension and as well as the E30 I’ve got an E21 316; that was my first BMW and I bought it 12 years ago specifically with the aim of fitting air suspension on it. I spotted this 325i for sale and was interested as I like older cars, plus it had a good spec, black with black leather, manual and with the factory LSD. It was advertised locally but the guy selling it was a bit dodgy – after I bought the car he did a runner on his missus and made off with her money, cars and my tax book…” Oh. Thankfully that dramatic start to his E30 ownership experience hasn’t extended any further and John wasted no time in getting stuck in with the mods.

    That the car was going to end up on airride was a given but the suspension here goes beyond your plain old, off-the-shelf airride setup. For starters, John actually built his own air suspension and we don’t mean he used universal components and adapted them to fit the E30, he started from scratch and made the kit. “I started with Bilstein monotube shocks, because they are the best in my opinion, and added Firestone bags. I made spherical top mounts and modified most components and finished it off with AutoPilot V2 management.”

    But that was just for starters, the next stage involved cutting the front end of the car apart and body dropping it. “The car is lowered 20mm over the running gear,” explains John. “It’s further than any other air kit. I took 10mm off the chassis legs, then I cut the sump in half and removed 20mm from it and shortened the oil pump in order to get more ground clearance.” The results speak for themselves because this car is low.

    At the front, it’s about as low as it can go, the forward edges of the sills sitting on the ground and you’d struggle to slip a Rizla between the air dam that sits under the front bumper and the Tarmac. The rear sits barely any higher, the Sebring exhaust’s back box given hardly any breathing space. The car looks awesome with the wheels stuffed way up into the arches. “I wanted 15” wheels because I favour the undersized look,” he explains, “and it made it more of a challenge to get them to fill the arches. I was told by a lot of people that they would be too small to be able to get the arch to touch the rim…” An inspection of the wheels clearly shows that the naysayers have been proven wrong.

    The wheels themselves are HTN Rennsport splits. They look fantastic and are a nice change from the classic cross-spokes we often see. Interestingly, John explains, the 15s actually have the same size centres as the 13” wheels, with some serious lip action going on to bring the overall diameter up by two inches. “It exaggerates how small they look, which I think really suits the classic appearance of the car,” he says and we are inclined to agree. The 195/45 Nankang Ultra Sport NS-II tyres also deliver the perfect amount of stretch to get them tucked up past the rolled arches.


    As far as styling goes, John has left everything well alone and we don’t blame him. “For the outside, I just focused on the way the wheels and tyres sat. I resprayed the car myself in 2k direct gloss black. As for the interior, I didn’t do anything with it as I like the classic appearance of it – what’s to improve in that respect?” He’s got a point. Inside, there’s an aftermarket head unit, a wooden gear knob and the AutoPilot V2 controller has been custom-mounted in the driver’s side air vent, which not only looks great but also puts it within easy reach.

    A few months of work have resulted in a lot of visual drama for this E30 and it doesn’t take a genius to figure out what John loves most about his car. “It’s the suspension, because it’s just so low. The pinch weld of the sill touches the floor,” he grins. “I set out to build the lowest E30 and I really haven’t seen any lower… yet.” Best of all, despite being so crazy low, the beauty of air-ride means John is able drive his E30 daily. It’s nice to see someone building car like this and then actually using it rather than just tucking it away and only bringing it out on sunny days.

    While he’s not got any more plans for this particular car, he has got another project on the go: “I’m building the E21 I bought years ago. It’s nearly finished. It has hydraulic suspension, custom one-off Peden Conceptz wheels, a Saab 9000 engine and a Holset turbo off a digger,” he says matter-of-factly. Well, that sounds suitably mental, and as John is a clearly a man who knows his way around a modified BMW, we can’t wait to see how that one turns out.

    Body-drop involved taking 10mm off the chassis legs, 20mm off the sump and shortening the oil pump for maximum ground clearance.

    “set out to build the lowest E30 and I haven’t seen any lower…”

    DATA FILE Body-dropped #BMW-E30 / #BMW-325i-Convertible / #BMW-325i-Convertible-E30 / #BMW-E30-Convertible / #BMW-325i-Cabrio / #BMW-325i-Cabrio-E30 / #BMW-325i-E30 / #BMW-325i / #AutoPilot / #Sebring /


    ENGINE AND TRANSMISSION 2.5-litre straight-six #M20B25 / #M20 / #BMW-M20 , #Sebring back box, shortened sump, shortened oil pump, five-speed manual gearbox
    CHASSIS 8x15” (front and rear) #HTN-Rennsport multi-piece wheels with gold centres and staggered offsets with 195/45 (front and rear) Nankang Ultra Sport NS-II tyres, custom #Bilstein air struts, #Firestone bags, custom top mounts, raised turrets, #AutoPilot-V2 management, body dropped 20mm
    EXTERIOR 2k direct gloss black respray, rolled arches
    INTERIOR #Wooden gear knob, custom mounted air-ride controller

    “wanted 15” wheels because it was more of a challenge to get them to fill the arches.”
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    FRESH AIR

    Super-clean with devilishly delicious details, this gorgeous bagged E30 makes it look so easy. This super-clean bagged E30 keeps things deliciously clean, though the devil is in the detail. Words: Elizabeth de Latour. Photos: Courtney Cutchen.

    We probably say this about every E30 we feature but it really is a car that requires next to no exterior addenda to make it look awesome. The older BMWs are definitely blessed with this natural elegance and irresistible appeal that means even a wellkept standard E24 or E34 will look fantastic. And, when enhanced with even just a subtle drop and the right wheels, the ‘cool’ and ‘want’ factors go through the roof! Drop it on a killer set of special wheels and, well, you’ve pretty much achieved automotive perfection right there.


    Just look at this E30. It looks absolutely awesome, a visual treat that’s hard to beat but break it down and there’s been precious little done to the exterior, minimising the risk of ruining the whole thing. It kisses the Tarmac when parked up thanks to that front splitter and the copper centres on those polished Gottis (which are tucked to perfection) add a fantastic flash of colour, but that’s it. It’s just so super-clean, so simple and so damn good you’d never get tired of ogling this piece of petrolhead porn.


    Abraham Cruz is the American modifier behind this delicious build and, amazingly, this is his first ever BMW and only his second modified car, having come from a trio of Civics. Considering he’s conjured up this magnificent E30, we can forgive him for that. “I’ve been interested in BMWs since I sold my RHD Civic in 2011, which was a full show build. What makes BMW’s special to me is that they are incredible machines, mechanically and aesthetically. They are really fun to drive as well,” he says. “I have always loved the E30 model. Everything about it is beautiful. I also wanted a car that was an ’89, like the year I was born. I found ‘Eve’ on Craigslist. The condition she was in was pretty horrible, with faded paint, a bunch of dings and dents, a cracked dash, a beat up interior etc. I saw the potential in her and that’s why I decided to purchase her. She was actually supposed to be a daily driver but that quickly changed once I sent her in for paint.”


    With a fresh coat of black paint, the E30 was looking much better than when Abraham had purchased it and, presented with what was now an exceedingly clean car, the temptation to turn it into something even more special was too strong to resist. “I decided right from the beginning that I wanted to go with a simple but classy look,” he says, and that’s a philosophy he’s remained true to throughout the three years and numerous changes the car has been through during that time. The exterior perfectly captures this ethos, with minimal effort for maximum impact. Abraham turned his attention to the E30’s styling on our side of the Pond and opted for a Euro bumper trim, Euro rear plate filler and Euro grilles.


    These additions are complemented by a set of Hella Smiley headlights and a set of #MHW smoked taillights. This smokey theme continues with some ZKW smoked repeaters and smoked foglights. The finishing touches, a flourish of OE additions, include an M Tech 1 rear spoiler, an iS front lip enhanced with a Ryan G splitter for optimum Tarmac interface, a BMW front plate filler and a set of Motorsport door handles.


    The decidedly dark exterior theme looks fabulous, though Abraham clearly figured that a flash of colour would work wonders, retaining the amber indicators in the front bumpers and then adding those wheels. These were actually purchased in tandem with a set of BBS RSs but we’ve got to say the Gottis it’s currently wearing (8x16” ET11 G1001s allround) are a breath of fresh air, especially in that lush shade of copper. The custom colour is gorgeous but only covers the faces, including the faintest sliver between the edge of the lips and the centres; the sides of the spokes have been finished in gunmetal, along with the bolts, and then the lips have been polished to perfection. It’s a heady combination and the contrast against the allblack body really makes the wheels pop.



    On the suspension front, Abraham was already an advocate of the low lifestyle but his dedication to the cause was causing frustration as the poor E30 was scraping everywhere. So, in order to keep things lovely and low whilst also making the car that little more practical he decided to head down the air-ride route – now a road very well-travelled by many BMW owners. He grabbed himself an Air Lift kit with BC damping adjustable dampers, Viair compressor and a four-gallon tank, all watched over by Air Lift V2 digital management. Of course, when it comes airride, the suspension is only half the story; just as important is how it looks when it goes in your boot. Well, pop open Abraham’s boot and you’ll find a very clean, unique build, with the single air tank proudly on display, sitting on a wood grain floor.


    Under the bonnet you will notice two things: first, it’s very clean. Second, there be wood in here. Well, not actual wood, it’s a hydro-dipped wood grain valve cover that carries on the woody theme from the boot and interior. It’s certainly not something you see everyday, that’s for sure. The reason the bay looks so clean is because Abraham has carried out a mild wire tuck, just to make it all a little more presentable beneath the bonnet and he’s also added a few neat little touches like the E46 M3 oil filler cap, E30 M3 firewall harness covers, and the crackle black intake manifold. Dig a little deeper and you’ll also discover a chipped ECU and an Ireland Engineering cat-back exhaust.

    Abraham hasn’t done much to the interior but then again this is an interior that doesn’t really need much in the way of work to get the most from it, much like the rest of the car. While some of you out there might not be fans of light leather, we’re rather partial to it and the cream hide in here is the perfect contrast to the blacker-than-black exterior, with the front seats coming from an E30 Saloon. We mentioned more wood in the interior and it takes the shape of that gorgeous Nardi steering wheel and Nardi gear knob, which has also been treated to a leather gaiter. Another leather gaiter protects the E36 leather handbrake handle, while a set of Schnitzer pedals, an analogue Euro clock and a custom E30dad cluster finishes the whole lot off. We can’t think of many places that would be nicer in which to spend some quality time than this exceedingly clean, classic interior.


    As gorgeous as Abraham’s car now is, having gone through numerous incarnations during its time with him already, it is in no way surprising to learn that he has more planned for the future. “I’m going to tackle the interior next,” he says. “I’m fitting a new custom black headliner and I have some Recaro LS seats that I’m going to get reupholstered. There’ll possibly be an interior colour change from tan to peanut butter. I’ll be swapping in an LS2 engine from a Corvette in the near future as well!” That sounds amazing; it sounds like this E30 will continue to be a breath of fresh air.


    Ari Lift air-ride kit was chosen to allow this E30 to sit low but still remain practical to own and drive.

    Lots of wood about the place on this E30, from the gorgeous Nardi steering wheel to eye-catching air-ride install and even the engine…

    TECHNICAL DATA FILE #Air-Ride #BMW-325i-E30 / #BMW-325i / #BMW-E30 / #BMW /

    ENGINE & TRANSMISSION 2.5-litre straight-six #M20B25 / #M20 / #BMW-M20 , #K&N drop-in air filter, chipped ECU, #Ireland-Engineering cat-back exhaust, Hydro-dipped wood grain valve cover, OEM E46 M3 oil cap, E30 M3 firewall harness covers, crackle black intake manifold, mild wire tuck, five-speed manual gearbox.


    CHASSIS 8x16” ET11 (front and rear) #Gotti-G1001 wheels with custom copper faces and gunmetal windows and bolts, Yokohma S drive 195/40 (front and rear) tyres, #Adaptec 4x100 to 5x120 adapters with extended studs, #Air-Lift Performance air-ride, BC damping adjustable dampers, #Air-Lift-V2 digital management, #Viair compressor and four-gallon tank, drilled and slotted Brembo discs.


    EXTERIOR Euro bumper trim, Euro rear plate filler, Euro grilles, Hella smiley headlights, #MHW smoked taillights, #ZKW smoked turn signals, smoked foglights, #BMW front plate filler, OEM #M-Tech 1 rear spoiler, OEM iS lip/Ryan G splitter, #BMW-Motorsport door handles.


    INTERIOR Saloon front seats, #ACS Gen 1 pedals, Nardi Droopy Spoke wood grain steering wheel, Boss hub, Nardi Evo wood grain gear knob, leather gear and handbrake gaiters, E36 leather handbrake handle, Euro analogue clock, custom E30dad cluster, wood grain custom boot setup.
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    BMW’s first 4x4: the #BMW-325iX-Touring #BMW-E30


    Back to the Future Tracing the history of the first BMW 4x4 with the help of a rather lovely E30 325iX #BMW-E30-Touring . The idea of sending drive to all four-wheels is no new thing for BMW, as before the #xDrive brand there was the iX… Words: Simon Holmes. Photography: Dave Smith.

    When Audi introduced the four-wheel drive quattro in 1980, it changed the car market, and the BMW brand, forever. The quattro was a key reason why so many cars are offered with a choice of two- or four-wheel drive today and why the xDrive brand exists at all. Of course, the concept of sending drive to all four wheels wasn’t actually anything new; you could order a Jensen Interceptor with four-wheel drive back in the late 1960s. You could also argue that if Audi hadn’t done it then another manufacturer inevitably would have. Whilst that is true, Audi marketed the quattro superbly. The brand committed to the technology, launched it on a large scale, marketed its abilities shrewdly and backed it all up with instant motorsport success. All of this ensured the all-wheel drive technology rapidly gained positive interest with the public and car manufacturers alike.


    Rival car brands soon wanted a part of the buzz Audi had both created and cornered, but it wasn’t necessarily for the gains the four-wheel drive system actually offered. Instead, it was the marketing kudos of being at the forefront of technological design and innovation. The increased traction the technology brought with it did improve safety, ability and performance but manufacturers such as BMW clearly weren’t ready to invest heavily in four-wheel drive just yet. That’s why it only offered just one four-wheel drive model at first: the #BMW-325iX .

    Revealed at the #1985-Frankfurt-motorshow the car’s four-wheel drive transmission system was supplied by the UK company Ferguson. The firm certainly had the credentials for the job, as it happened to be the same company that supplied the four-wheel drive conversions to the aforementioned Jensen Interceptors many years beforehand. The supply arrangement with Ferguson was actually the same system used by Ford for use in the Sierra. Like Ford, BMW then integrated it into the 325iX using its own parts, which was relatively simple. The engine itself was a standard 170hp 2.5-litre straight-six, selected as the weight penalties and transmission losses that would accompany the four-wheel drive system would be less noticeable with it.

    The gearbox, too, was a standard item shared with a regular #BMW-325i , which meant the #BMW-325iX-E30 could be selected with either a manual or automatic. But as drive left the back of the transmission it was fed straight into a central transfer box, fitted with a #ZF supplied viscous coupling to act as a locking differential and to distribute the power between the front and rear axles. There were no electronics to govern the differentials but if one set of wheels started spinning, the centre viscous coupling was able to redistribute power to the opposing axle. Unlike other four-wheel drive systems of the time, that meant the iX was permanently powered by all four wheels, with a bias of 37/63 towards the rear. Or, as BMW described it, one-third to the front and two-thirds to the rear, a ratio selected to suit the car’s natural weight distribution under acceleration. A regular propshaft transferred the power straight from the centre differential to a normal rear axle setup, which was also fitted with another viscous locking differential to evenly divide power between both rear wheels.

    At the front, things were a little different. An internal, multiple-row chain connected the centre differential to an offset, external propshaft that ran back alongside the gearbox and engine towards the front differential placed in the nearside of the engine bay, right next to the sump. Here things were a little tight as the front driveshafts required a straight run directly into the hubs. So to achieve the correct angle, a new sump design was introduced that would allow the offside driveshaft to pass through it completely. Next, the whole subframe had to be shifted forward for clearance, which also required a new lower wishbone design. The original power steering and anti-roll bar setup were retained, remounted slightly further forward, whilst the front struts were slightly repositioned and used different spring supports. Altering the kingpin angle also achieved a natural negative offset geometry, which helped reduce the car’s tendency to understeer now that drive was going to the front wheels. The ride height was also increased and the overall front end track widened by 13mm. This subsequently required wheel arch extensions and slightly puny 6x14-inch steel wheels were employed to fill them, although there was an option for larger TDX alloy wheels that came only in metric sizes.

    Elsewhere, changes were made to the car’s transmission tunnel to house the centrally-mounted transfer box and the original ABS system was tweaked to cope better with low speed braking on slippery surfaces. Unlike the rear, the front differential was a standard open affair without an LSD and the rear differential ratio was a slightly livelier 3.73:1 ratio for the manual, or 3.9:1 for the automatic. That helped improve low down performance, but the 90kg weight penalty for the extra differentials and shafts meant acceleration suffered compared to a two-wheel drive 325i. Despite the added traction off the line, 0-62mph now took 9.0 seconds, whilst top speed dropped to 131mph.

    The 325iX was only available in left-hand drive configuration and, initially, as a two-door Coupé or four-door Saloon. You could actually order one through BMW UK for a short time and around 40 examples were thought to have been supplied in this way. Elsewhere, sales were significantly more pleasing but never truly substantial, and around 30,000 were built in total from 1986 to 1992.

    Finding any example now is as rare as hen’s teeth, especially in the UK, and the Touring, which was introduced towards the end of the iX’s production run, was the rarest of them all. The larger load-lugger was much the same as the Coupé and Saloon counterparts with one exception that makes it rather unique. At the rear, the Touring was fitted with ventilated discs, a feature that isn’t found on any other E30 model, including the M3.

    The fine example pictured here is currently for sale at BMW specialist JFI Classic Cars and is a genuine one-owner car. Ordered in 1990 by a British family living in Switzerland, it was imported to the UK when it was less than a year old and has lived here ever since. That seems quite remarkable considering the car is in such good condition and it’s not just been parked in storage either, having covered 122,000km (around 75,000 miles) in its time. And yet not only does it look nearly new both inside and out but it feels factory-fresh to drive, as I find out first-hand when I’m offered a chance to take the wheel on the glorious mountain roads of the Brecon Beacons. It seems like the ideal hunting ground to experience and exploit the car’s rare four-wheel drive credentials and unique characteristics.

    Reassuringly, the first thing I notice is this particular car has very good brakes with plenty of early pedal feel, which is a rare trait for an E30 nowadays. But aside from the left-hand drive driving position, it has to be said that the perhaps the strangest thing about the 325iX is that it all feels very normal. I’m not quite sure what I’m expecting from the car really, but it soon becomes apparent that on the straighter sections of Tarmac I’m currently meandering along at a decent pace it feels no different to any other standard E30 I’ve driven. At this level you genuinely couldn’t tell that all the wheels are propelling the car. The story changes when it comes to a much tighter turn, of which there happen to be many here. Then, you soon find you can enter the corner with a decent pace, just like a regular E30 but, unlike a regular E30, the car doesn’t exhibit the normal signs.

    Usually, you would be ready to correct the inevitable touch of oversteer that comes from this scenario and yet here you turn in, accelerate and nothing seems to happen except the car glides its merry way around the tightening turn. When pushed a little harder there are early signs of understeer, no doubt hampered by the large profile snow tyres that are fitted as much as anything else, yet still the front end seems to dig down, dig in and pull the car through with a reassuring tug towards the corner’s apex. The tailhappy rear end’s wayward traits can soon be forgotten as the other end does what it’s supposed to and without kicking up much of a fuss. It’s all pretty refined, and there’s no unrest or nasty bite, to the car’s handling characteristics, which makes it refreshingly pleasing.

    The performance itself does seem a little subdued compared to a regular 325i, just as the figures suggest, but there’s plenty of torque to go around, which certainly helps. An automatic wouldn’t quite be so fun, I suspect.

    With such reassuring handling attributes you might have thought BMW’s first foray into four-wheel drive would have been more popular. Indeed, back when it was new, a test against the rival Audi 80 quattro revealed the winner to be the BMW, awarded for its friendlier driving style. But as stated already, BMW wasn’t too bothered about creating a four-wheel drive legacy at this point. A 5 Series version did follow in the 525iX back in the 1990s, but it wasn’t until the late 1990s when the xDrive was reinvented in the first generation of the X5 that we saw BMW finally embrace the four-wheel drive concept properly.

    As for the 325iX, a quick check on the internet indicates there are just 11 on the road and another 17 declared SORN in this country, making them some of the rarest E30s in existence. That seems a shame considering the model’s importance in BMW’s history file, but then perhaps it’s best we ignore that we have Audi to thank for something so important.

    THANKS:
    JFI Classic Cars
    Tel: 07966 440609
    Web: www.jficlassiccars.co.uk

    Raised ride height is more noticeable from this angle. The arch extensions were put in place to account for the increased track, which was 13mm wider at the front but only 1mm at the rear.

    A test against the rival Audi 80 quattro revealed the winner to be the #BMW , awarded for its friendlier driving style.

    Smaller 370mm M Tech 1 steering wheel was standard fit for this model. Other than that, it’s all basic E30, including the standard seats and there’s not a crack in sight on the dashboard!

    TECH DATA #BMW-325iX-Touring-E30
    ENGINE: #M20B25 / #M20 Straight-six, 12-valve
    CAPACITY: 2494cc
    MAX POWER: 170hp
    MAX TORQUE: 164lb ft
    TOP SPEED: 131mph
    0-62MPH: 9.0 seconds
    ECONOMY: 24.6mpg
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    BMWZ1 £33,500 for sale

    A quarter-century after launch Z1s can look tired, but this one’s as sharp as they come finds Paul Hardiman.

    This very tidy, well-kept Z1 is a UK-supplied version. Judging from the history file it’s been meticulously looked after, some of the time in the hands of Parkfield BMW. With 12 stamps in the service book, the last at the end of 2014, which confirm the low mileage. The speedo recently stopped working at 22,939 miles but will be fixed before sale.

    These roadsters are getting on a bit now and poor examples tend to display stress cracks near wing mounting points and around door push-buttons, especially when these get stiff. Interiors get tired-looking too. This car shows none of these faults – the worst blemish on the body is a tiny touched-in stonechip on the nose. The alloys are unscuffed, shod in Toyo Proxes with lots of tread; the spacesaver spare has never been on the car. The side repeater indicators have been replaced with aftermarket grey items but the originals come in a box. Likewise, a Momo steering wheel the car has worn at some point is supplied in the box, the original now refitted and showing almost no wear.

    The seats are basically unworn though the driver’s side base is a little baggy (normal with this trim option) and the door side trims show no scrapes. There is some wear on the side trims and some stitching is a little loose, but that’s normal, because you have to climb over them to get in.

    The dash moulding and covering are perfect, and there’s an aftermarket Pioneer stereo fitted. The doors retract and lift perfectly on all four controls, outer buttons and inner pulls, as do the windows. The hood operates perfectly. The rear section of the exhaust (the transverse tailcan is profiled as an aerofoil) was changed in 2012 for a correct single-outlet BMW original leaving the towing eye on the right, and beside it the fuel filter looks new too.

    Under the bonnet it’s almost concours. Some parts look too new to be original – header tank, airflow meter, some trunking and the fusebox lid. The ABS pump looks new, but it’s just been obsessively cleaned. Coolant is blue and on the max level; the oil’s clean and the brake fluid looks fresh. The cambelt was changed at the last service, with minimal mileage since.

    It starts instantly and everything operates perfectly. Z1s aren’t particularly quick as the steel punt structure makes them weightier than they look, but they’re quick enough and handling is super-sharp. The chassis tracks well and brakes pull up straight, there are no rattles from the structure and the temp gauge needle sits a third of the way up the scale. It’s sold with a spare set of keys and an indoor car cover. Niggles aside, this car looks ready for many summers’ worth of adventures – it’s well worth a look.

    CHOOSE YOUR BMW Z1

    SPECIFICATION
    The #1990 #BMW-Z1
    Price £33,500
    Contact Munich Legends, Chelwood Gate, East Sussex (munichlegends.co.uk, 01825 740456)
    Engine 2494cc sohc fuel-injected straight-six #BMW #M20 #M20B25
    Power 168bhp @ 5800rpm
    Torque 161lb ft @ 4300rpm
    Performance
    Top speed: 137mph;
    0-60mph: 8.0sec
    Fuel consumption 26mpg
    Length 3929mm
    Width 1590mm
    INSURANCE £243
    COMPREHENSIVE, 5000 MILES PER
    YEAR, GARAGED CALL: 01277 206911

    Minor niggles only slightly marr a well-appointed cabin; stereo isn’t original, mind.
    Sparkling engine combines new ancillaries and well-cared-for original fitments.
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