- Post is under moderationNEED FOR SWEDE #BMW-M5
It’s a fast E34 from Sweden so we make no apologies for that title… and with a massive 886whp courtesy of its equally massive turbo, this really is one fast and furious M5. If you go down to the woods today, you’re sure of a big surprise… because there’s an 886whp turbo E34 M5 doing massive burnouts in it. Words: Elizabeth de Latour. Photos: Patrick Karlsson.
If there’s one thing you can always count on from Scandinavia it’s a regular supply of suitably insane, massively powerful, forced induction BMWs. The Scandinavians seem to love BMs, with good reason obviously, and the only thing they seem to love even more is strapping massive turbochargers to them and then going mental with them in the vast Nordic wilderness. This, as far as we’re concerned, is most definitely a good way to spend your time and we heartily applaud anyone indulging in this sort of tomfoolery… like Mikael Dahlbom, for example.
The 22-year-old Swedish truck driver is most definitely a BMW fan, his first being an E36 320i, which he still owns. This was joined by an E46 328i and this monstrous E34 M5. Young Mikael has been interested in BMWs since he was a tender 17, although his car history is not exclusively Bavarian. His first car was a Volvo 240 which is a) to be expected and b) pretty cool… but not as cool as owning an E34 M5 with a honking great turbo strapped to it, we reckon.
Looking at the spec on this car, you might be thinking that Mikael is a seasoned tuning pro, even at such a young age, but in fact this is his first full-on modified project, having never done anything more than suspension and wheels on previous cars. To crank out such a beast on his first attempt deserves credit for sure. It seems like the whole process was relatively spontaneous – the M5 belonged to his brother, so there was no big search to find his perfect project car.
He bought it when the engine went pop and his brother wanted to get rid of it. “My plan was to rebuild the whole engine, install a small turbo and go and burn some rubber,” Mikael says with refreshing honesty and admirable matter-of-factness. And that’s exactly what he did, although we suspect the Swedish definition of a ‘small turbo’ might be open to interpretation…
Let’s get one thing straight here: this car is all engine. The exterior is stock, bar the retro Euro yellow painted fogs and high beams. The wheels are reps (which Mikael’s brother put on, so we can forgive him) and the interior is basically stock, too. Yes, there’s a tall, knurled gear knob attached to the short-shift kit and an Android tablet that acts as a display for the MaxxECU readouts but beyond that it’s straight-up E34 M5. At least it is until you open the boot but we’ll get onto that later…
We’d say Mikael’s E34 is the opposite of the vast majority of builds we tend to see, where people have put a lot of effort, all their effort in fact, into the styling and presentation of their cars, getting the stance and fitment right, the styling spot-on etc but have left their engines bone stock. This, however, is the anti-show car; there’s no airride, no massive wheels, no ICE install, just pure, unadulterated performance and that’s just fine with us.
The engine, then, is the dominating force and the centre point of the entire build and it’s as impressive as you’d expect, even if some of its ‘M-ness’ has been diluted in the process. “The engine uses an M30B35 block,” says Mikael, “which has been bored and stroked to take it up to 3.6-litres. I fitted new bearings, a balanced 3.8 crankshaft, Pro H-beam con rods and forged pistons with heavy-duty piston pins, while the head has Mira machined valve seats, turbo valves and a Cooper ring head gasket.”
All this work enabled the fitment of a suitably massive turbo. The item in question is a Precision 7675 turbo, rated for 1200hp, and Mikael is making full use of its capabilities. It sits on a PPF exhaust manifold, fed by a BMC dual cone air filter with a front-mount intercooler that’s just visible through the lower slats of the front bumper, passing air into the stock intake manifold. There’s also a PPF 75mm BOV and a Nuke Performance Blackline vacuum station, which lets you connect up numerous components to the manifold without having countless hoses draped across the engine bay.
The exhaust system, meanwhile, is as subtle as the rest of the car, comprising a three-inch system with a single, stubby round tip hidden beneath the rear bumper. Remember us talking about the boot a little earlier on? Well, it’s definitely not your common-or-garden E34 boot as it is home to the extensive fuel system, mounted on a wooden floor. Hidden beneath the bootlid is the extremely comprehensive fuel setup comprising a fuel cell, catch tank, two DeatschWerks DW350iL fuel pumps and two Nuke Blackline filters, which is all hooked up to the Nuke fuel rail and FPR under the bonnet with Precision 1260cc injectors running at 3bar.
This M5 is running some seriously heavyduty hardware throughout and it all adds up to some serious numbers, namely 886whp and 762lb ft of torque at the wheels, which means it’s going to be nudging past the 1000hp mark at the flywheel – an awesome amount of power to have at your disposal. Looking at the dyno graphs, we wager it’s one hell of a wild ride, too. At 4000rpm the engine makes just over 200whp but just 1000rpm later it’s making over 600whp. That means going from the sort of peak power you’d get from an E46 330i to more power than any production BMW, ever, in the space of just 1000rpm. This must be an incredible experience and one that requires a delicate right foot so as not to vaporise the rear tyres. Or a heavy one to do just that. Mikael has done very little in terms of helping the E34 to deploy all that power but then he did say his aim was to burn some rubber.
Speaking of which, the wheels measure 8.5” and 9.5” wide front and rear respectively but with 235 tyres at the back there’s not a whole lot of rubber to hold onto the road. As a result, massive burnouts are never more than a flex of the right ankle away. XYZ coilovers with 30-way damping adjustment have been fitted to allow for a drop and to sharpen up the handling, as Mikael is planning on venturing out on track with his M5.
As the transmission has so much to cope with, Mikael has again focused his attention here. As a result, the gearbox is a six-speed manual from an E60 530d mated to a Sachs 765 clutch cover and a six-puck sintered clutch, while the propshaft comes from an E60 M5. Mikael has retained the stock diff and final drive.
It took Mikael just nine months to go from broken E34 M5 to 1000hp monster and he’s clearly caught the bug as he’s already got another project on the go – the E46 328i we mentioned at the start, which will be transformed into a drift car. As for the E34, Mikael has no further plans for it other than to head into the forests and have some serious fun.
DATA FILE #BMW Turbo E34 M5 / #BMW-E34 / #BMW-M5-E34 / #BMW-E34-Turbo / #Precision
ENGINE #M30B5 / #M30 / #BMW-M30 / block, resurfaced, new bearings, bored to 3.6-litres, balanced 3.8 crankshaft, #Pro-H-beam con rods, forged pistons with heavy-duty piston pins, S38B38 head, #Mira machined valve seats, turbo valves, #Cooper ring head gasket, S38 intake manifold, #PPF turbo exhaust manifold, #Precision-7675-turbo , #PPF 75mm BOV, 3” stainless steel exhaust turbo-back, two-piece 3” stainless mufflers, FMIC , Audi 115F ignition coils, #Nuke-Blackline vacuum station, fuel rail, fuel pressure regulator, #Precision-1260cc fuel injectors running at 3bar. 886whp, 762lb ft wtq.
TRANSMISSION E60 530d six-speed manual gearbox, Sachs-765 clutch cover plate, six-puck sintered clutch, E60 M5 propshaft, original final drive.
CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-Le-Mans replicas with 215/40 (front) and 235/40 (rear) tyres, #XYZ coilovers with 30-way damping adjustment.
EXTERIOR Yellow tinted high beams and foglights.
INTERIOR Knurled gear knob, Android tablet for #MaxxECU readout, fuel system in boot with fuel cell, catchtank, x2 #Deatschwerks-DW350iL fuel pumps, x2 #Nuke-Blackline fuel filters, Nuke Blackline Y-connector.
My plan was to rebuild the whole engine, install a turbo and go and burn rubber Mikael Dahlbom.
This M5 is running some seriously heavy-duty hardware throughout Elizabeth de Latour.
The engine is the dominating force and the centre point of the build Elizabeth de Latour.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationTHE BIG PICTURE
With a wide-body kit, #4WD and the small matter of 840 turbocharged horsepower, this #BMW E46 is a ferocious machine. It might look outlandish, but this E46 Saloon has more than enough go to back up its show… Words: Daniel Bevis. Photos: Patrik Karlsson.
Here’s an idea that you may have considered before: what’s the future of your car after you get rid of it? Assuming that you’re not planning to keep your jamjar until it crumbles away into dust, there’s a fair chance that you’ll sell it at some point – and then what? It’s actually a very big question, as cars are such personal and emotive things, there are memories, sensory touchpoints and stories tied up in them that your brain cleverly locks away, ready to spring back on you at surprising moments.
When I see the dash vents on a Mk1 Cavalier, the faux-wood trim on the doors of a late-Eighties Rover Vitesse or the barrel speedo of a #Citroen-CX , I’m suddenly a child again. There’s a certain smell in the Magic Tree range that instantly transports me back into my first 205 GTI. And the tactile fragility of an early-Seventies BMW 2002 door handle puts me right there in my old road-rally Touring, all Redex and steamy windows.
My point is this: picture a car that your parents had as a kid – that old load-lugger that drove you to school, took you to see grandma and down to the supermarket for the weekly shop, ferried you about on those joy-strewn family holidays. Imagine if, after all of those miles of family life, someone bought that car, your car, your memories, and turned it into a bonkers race machine. It’s quite a thought, isn’t it? Jarring and strange, but exciting too. Something you know intimately, transformed into something alien.
With this in mind, there must be a family somewhere in Sweden who have no idea that their old BMW has turned into a supercar-slaying turbo nutter. Their intrepid old four-door E46, that saw them through over a quarter of a million faithful kilometres, has changed from a dependable old workhorse into a rejuvenated, frightening whippet with aggression in spades and a healthy disdain for the rules. Sure, it looks similar in profile, but there’s all sorts going on beneath the surface – that insane rear wing, a triumph of functionality, is merely the cherry on a flavoursome cake.
For Erik Wedlund, these sorts of transformations are nothing out of the ordinary; the overtly extraordinary is merely his oxygen, his everyday. You show him an unremarkable family runabout, he’ll have it whipped up into a Porsche-troubling frenzy before you can say ‘beige corduroys’.
“I started modifying cars about 12 years ago, with an Opel Ascona B,” he explains. To the uninitiated, this was a sensible-trousers commuter hack from an era when it was deemed noteworthy to offer a laminated screen as a no-cost option. “That went through a full rebuild to become an Ascona 400 replica, and after that I had an Ascona A from 1975 – first with a 2.4-litre CIH motor, which I then swapped out for a 420hp BMW M50B20 with a turbo, running E85.” Ah, so the story’s starting to loop into our world of Bavarian tuning now. It was bound to eventually – the long Scandinavian winters always lead to outlandish builds of awesome power and improbable stats; if it’s not Volvopowered, it’ll have a BMW engine. Thudding cylinders and big turbos are what help stave off the frostbite, and it’s clear that the lure of the BMW camp is what did it for Erik.
“I later built a 2.8-litre M50 for that car, which made 572hp on pump fuel,” he says casually, just tossing the numbers into the conversation as if it’s no big deal. Scandinavians have a different perspective on horsepower, don’t they? It’s bizarre.
We begin to spot a theme in Erik’s narrative here too – a tendency to find the best engine for the job, then replace it with something better, then take that engine and put it in a different car… it’s not so much a conveyer belt of performance, although there is an element of that, but more that he treats his projects like grown-up Meccano. The car is entity A, the engine is entity B, the chassis C, the way it deploys its power D, and so on.
Every now and then he likes to shake up the letters and bolt the parts together in different ways, creating something new and more impressive with his big boy’s toys. And so the evolution continues…
“I ended up selling the Ascona on as a rolling shell, keeping the 2.8-litre engine to fit into a 1986 635CSi that I’d bought,” he recalls. “I built up new exhausts and manifolds for it. It was making 750hp at the time – it was road-legal too.” Just sit and savour that figure for a moment – an old sharknose Sixer with more power than a Pagani Huyara. It’s staggering.
But Erik wasn’t done yet. Far from it. Having put a good 11,000km under the CSi’s wheels, he was beginning to yearn for the madness and, ultimately, lightness of the old Ascona. The itch became too much not to scratch, and the 635 was sold complete with its manic motor so that Erik could roll his sleeves up and get stuck into an E36 Compact. And while this may seem anathema to some, just keep in mind what the fella’s capable of.
“I began to build it up with the driveline of an E46 330xi, combined with that of an E39 M5,” he explains, again just throwing these mad ideas out there as if they’re totally vanilla. “It was finished within six months, but it got wrecked on the way home from a dyno session; I braked to avoid a deer and flipped the car into a ditch – it was all scrap aside from three wheels and the engine.” We’ve seen photos of this and it really isn’t pretty; it’s a good job that Erik’s a dab hand at fabricating roll-cages…
But let’s not forget his indomitable spirit, his Stig-like obsession with speed above all else, and his Terminator-esque sense of focus. The engine was still good, so that was hoiked out of the mangled wreckage and dropped back into the oversized Meccano box, and within three days Erik had found himself another toy to play with.
“I bought this E46 330xi a few days after the accident,” he says, with an even tone worthy of Räikkönen himself. “It was in a sorry state when I bought it, with rust and 250,000km on the clock, but that didn’t really matter much given what I had planned for it.”
That fiery engine was duly deployed, and it’s worth taking a moment to consider the spec: we’re looking at fundamentally an original 330xi M54B30, although it’s been played with quite a bit. A healthy bore job along with bigger pistons and a raised compression ratio work with a Precision turbo and plenty of internal upgrades to deliver an astounding 840hp at the wheels, all overseen by MaxxECU management. A huge set of numbers. And what’s particularly impressive is that so much of the driveline remains stock, demonstrating just how overengineered these 4WD 3 Series are; the gearbox and driveshafts are all factorystandard, as are the front, rear and centre diffs (albeit with a bit of welding to the centre item to firm things up).
The result of all of this insane, gibbering torque and horsepower? A four-door E46 that’ll accelerate from 0-285km/h (which is the point at which it redlines in fifth gear, equating to around 177mph) in 14.5 seconds. “With the running gear sorted, I fabricated a roll-cage for the car and took it on a few airfield events,” deadpans Erik. “After crushing a RUF 996 GT2 in a straight-line race, the oil pump shaft broke at 280km/h and took a few bearings with it, so I took the car apart and sent the engine off to my friend Åland at AllMek for a rebuild. While this was happening, I painted the body in British Racing green and decided to enter the Time Attack series, which was a pretty new thing in Sweden at the time. With the car back together and working well, I competed in the TANU series through 2015, replaced the three gearboxes that failed under the increased strain of competition, and just pushed the car to the very limits its heavy drivetrain and toonarrow tyres would allow.”
It may not surprise you to learn that the E46 has now, like so many chapters of Erik’s motoring history, found its way to a new owner. “If I’d have kept it, I’d have probably experimented with different diffs and wider tyres, but there’s always a new project on the horizon,” he says, devoid of sentimentality and already dedicated to the next step. A little birdie tells us that he’s actually working on two projects at the moment, the first being an E36 M3 3.2 that’s becoming a streetlegal track car, while the second is an M1 Procar replica with a V10 motor.
So spare a thought for that Swedish family, their cherished family runaround transmuted into an aggressively bewinged leviathan with a proven ability to show Porsche’s widowmaker GT2 a clean pair of heels. But then disregard them out of hand, as Erik does at the end of each personal chapter, because this isn’t about the past – it’s about living in the now, and keeping an eye on the future. Sentimentality will only get you so far, and then you’ll be blown into the weeds by a turbo as big as your face. An 840whp four-door E46 is an incredible thing to us laymen, but to a tuning superhero like Erik? It’s just part of the bigger picture…
9x17” E34 M5 alloys fitted all-round with 255/40 rubber front and rear.
DATA FILE #BMW Turbo E46 330xi / #BMW-330xi-E46 / #BMW-E46 / #BMW-330xi-Turbo / #BMW-330xi-Turbo-E46 /
ENGINE 3.0-litre straight-six #M54B30 / #M54 / #BMW-M54 , bored to 84.5mm using stressplate, CP pistons, #PPF forged rods, 10:1 compression ratio, #Supertech 1mm oversize valves and valve springs, #Precision-6466-turbo / #Precision , GTR intercooler, balanced crank, #ATI Super Damper, #ARP bolts throughout, copper ring head gasket, stock cams, functional #VANOS , #Bosch 1300cc injectors, #MaxxECU management, #KS-Racing (Thailand) intake manifold, S54 oil thermostat housing, #VAC motorsport oil pump upgrade, #Canton Accusump, 3.5” stainless steel exhaust system, #Aeromotive fuel pressure regulator, 2x Bosch 044 fuel pumps, catch tank fed by Deatchwerks 301 in-tank pump. 840whp/782lb.ft @ 2.1bar, 0-285km/h (177mph – fifth gear redline): 14.5s.
TRANSMISSION Stock 330xi gearbox, stock centre, front and rear diffs (centre diff welded), stock driveshafts, M30B35 flywheel, Sachs 765 pressure plate, 6- puck sintered KEP clutch, Samsonas gear shifter.
CHASSIS 9x17” (front and rear) E34 M5 alloys with 255/40 (front and rear) Kumho V70 Medium tyres, K-Sport Supersport two-way adjustable coilovers, bushings replaced with uniballs, -3 degrees camber all around, 7 degrees caster, custom chromoly antiroll bars, M3 CSL 345x28mm front discs, M3 calipers, PFC 01 pads, stock rear discs and calipers with PFC 08 pads, E46 M3 master cylinder.
EXTERIOR Hard Motorsport M3 Saloon arches, E36 M3 British Racing Green paint, custom front splitter and rear wing.
INTERIOR Custom roll-cage with integrated reinforced subframe mounts, Rado Power bucket seats, TRS four-point harnesses, Sparco leather steering wheel, stock dash and doorcards, Lenovo tablet for MaxxECU read-outs.
Hardcore interior features Rado Power buckets and a Lenovo tablet acting as the MaxxECU display.
It was in a sorry state but that didn’t matter given what I had planned for it…Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationBITS OF AN ANIMAL COSWORTHS AT COSWORTH A MEET LIKE NO OTHER - COVER STORY
Is it an #Audi , is it a #Ford , is it a Cossy? Read on. / #Ford-Escort-Cosworth-MkV / #Ford-Escort-MkV / #Ford-Escort
This is a 900bhp #Ford-Escort-Cosworth . Except it’s not, because it’s powered by a five cylinder Audi engine connected to a Skyline gearbox with a rear subframe from a Nissan S14. Oh yeah, it also has electronically adjustable four-wheel drive…
CHRIS POLLITT /// PATRIK CARLSSON
This Escort Cosworth, if you can call it that, is what marketing people would call ‘a game changer’. Now, this is a phrase that tends to get casually tossed about when someone does something just a teeny weeny bit different and people, who want you to think that that something is actually a lot more exciting than it really is, will call it ‘a game changer’ in the hope that it will grab your attention and make you all giddy. Well, this is more than just a bit different; this is a car that completely and utterly redefines what is possible with the Escort Cosworth and even if it has done so by removing almost all of the #Cosworth DNA, which we know is going to upset quite a few purists reading this, the finished article is so spectacular, so face-meltingly well engineered that anyone who dismisses it for being ‘not a proper Cossie’ needs to go and sit in the corner and have a quite word with themselves. This is proper alright, and it’s all down to the skill, determination and downright bloody-mindedness of its genius owner, Joakim Stigenburg.
Part of the reason we’re getting so hot under the collar about this car. of course, is because the Escort Cosworth is such an iconic machine, most people are reluctant to mess around with it too much. And this is perfectly understandable, it is an appreciating classic after all. Yes, there have been plenty of stunning big power projects over the years, all based around the equally as iconic Cosworth YBT and yes, we’ve even featured one or two examples that have been the subject of an engine swap as well – but nothing like this. In a world where your typical modified EscCos has a stage four conversion, some coilovers, a set of AP Racing 6-pots and some Compomotive MOs, you have to admit that a five-cylinder Audi 20v turbo engine conversion that’s putting out 900hp at the hubs combined with a Nissan drivetrain and an electronically adjustable four-wheel drive system is something of an eye-opener to say the least – especially so when you consider that our man Joakim did the vast majority of the work himself, at home, and in an unheated garage. And that’s actually quite a big deal, because for starters Joakim is a carpenter by trade, not an engineer or mechanic, so he’s had to learn all the skills you might imagine are essential for a build like this from scratch. Secondly, he’s from Sweden, so on the nights when he started work on the car at 8 o’clock at night and would finish at two or three in the morning, having to do so in a freezing cold workshop really does highlight the determination and passion he has had for this project. How long did it take him to finish it? Ten long years. And it all started when he took delivery of a completely standard 1994 model year Escort Cossie.
“I started off with a 330bhp stage three kit, but after only a couple of months I wanted more power, so I modified it to stage four and around 450bhp,” remembers Joakim. “At this point, I decided that I should really have a roll cage for safety reasons, so I stripped the interior out and started work on building myself one. I guess this was the point where things started to get out of hand!”
“THIS IS MORE THAN JUST A BIT DIFFERENT; THIS IS A CAR THAT COMPLETELY AND UTTERLY REDEFINES WHAT IS POSSIBLE WITH THE ESCORT COSWORTH”
We suspect that from the very start, Joakim had his sights set on more than just a stage four conversion – he’s Scandinavian after all, and when it comes to building big project cars, events like Gatebil are proof that these guys don’t tend to do things by halves. It was the Norwegians that made the quantum leap in Cosworth tuning at the start of the noughties, and we have to assume that these kind of extreme machines served as an inspiration for Joakim as well. In short, he had to have more power and as such, he set about building a fully forged Cosworth YB in order to achieve it and to extract as much potential as he could from the freshly caged shell.
And when we say ‘more power’ we do mean just that, because rather than the 500-600bhp that most people would deem to be about the limit for anything approaching vaguely useable for a fast road car, Joakim had his heart set on double that – and as such, he decided that the standard Ford transmission just wasn’t going to be up to the task of processing that amount of grunt. So, an alternative was required, and as luck would have it, one was about to present itself in the form of a Skyline GT-R33 gearbox, complete with a Pftizner Performance ‘dog engagement’ gear set.
According to Joakim, a similar set-up had been proven on a Skyline with around 2,000bhp so he was pretty confident it was going to be man enough to deal with the power he had planned for the Escort. All he had to do now, was find some way of getting it to fit. The answer to that was to spend many, many hours fabricating and welding in his garage, and whilst he did in the end manage to successfully get the Skyline ‘box in place, by the time he did so, he’d somehow managed to completely change his mind on what engine was going to be attached to it!
“WE SUSPECT THAT FROM THE VERY START, JOAKIM HAD HIS SIGHTS SET ON MORE THAN JUST A STAGE FOUR CONVERSION HE’S SCANDINAVIAN AFTER ALL”
The forged YB was built and dyno’d, but the consensus was that it was just going to take too much hard work in order to push it close to the 1000bhp mark and that, once there, it would just be too fragile. So, it was put to one side and the hunt for a replacement began. And for those that are thinking it’s a crime to discard a Cossie YB in such a careless manner, don’t fret – Joakim ended up de-tuning it to a mere 590bhp and 457lb/ft and slotted it into his Sapphire Cosworth instead.
As it happens the Saph was to take centre stage for quite some time, because after finding a new engine for the Escort, which turned out to be a turbocharged Volvo five-cylinder unit tuned to around 700bhp, this engine ultimately proved to be more trouble that it was worth, and Joakim became so frustrated with it all that he put the Escort to one side in order to spend some time with the Sierra.
“WITH JUST OVER 900HP ON TAP THE 2.5 LITRE AUDI BASED 5 CYLINDER ENGINE THAT NOW RESIDES IN THE FRONT OF THE ESCORT IS AN ABSOLUTE MONSTER”
That was until about two years ago, when the half finished Escort was dragged to the front of the workshop so that Joakim could finally finish what he’d started. Job number one was to find yet another engine, and whilst the six-cylinder turbocharged unit from a Skyline could have been an obvious contender in so much as it would have matched up to the gearbox and would have easily provided the power required, Joakim had other ideas. Again, we suspect that the final choice of engine was inspired largely by the no-holds barred creations that crop up at events like Gatebil, but whether that’s the case or not, with just over 900hp on tap the 2.5-litre Audi based 5-cylinder engine that now resides in the front of the Escort is an absolute monster.
Built up around a super strong diesel spec 2.5-litre, five-cylinder Audi block, the top half of the engine incorporates an old school Audi 7a five-cylinder 20v head. Again, Joakim has done the vast majority of the engine build himself, which has included not just mating the head and the block, but fitting JE pistons and H-section rods, a VAG coil pack conversion, custom Cat cams, a custom dry sump and CPS inlet and exhaust manifold – not to mention the small matter of bolting on a Precision 6466 billet roller bearing turbo and then getting the whole package up and running with MaxxECU engine management. On top of that, he’s had to chop around the front of the Escort in order to get the engine to fit and match it up to that bulletproof Skyline gearbox as well.
The time and effort that has gone into the engine build is one thing, but the amount of custom fabrication and engineering involved throughout the whole car is another thing altogether. For instance, Joakim had to design and build a custom suspension set-up at the front of the car, using a combination of custom driveshafts and Nissan hubs to get power to the front wheels. If that wasn’t complicated enough, the rear of the Escort has basically been converted to a semi-tubular chassis, with a Nissan S14 sub-frame in place that in turn accommodates a hybrid Ford/Nissan suspension set-up. And then there’s the Rallycross style rear mounted radiator, the dry sump tank and fuel cell boot install, the custom home-built cage, the custom centre console that houses all the switch gear…the list goes on and on.
“THE REAR OF THE ESCORT HAS BASICALLY BEEN CONVERTED TO A SEMI-TUBULAR CHASSIS”
One of the Escort’s biggest party tricks, however, is not the top of the range hardware or bespoke fabrication, but the electronic wizardy that’s been employed to make the whole thing work in the first place. The heart of this is a MaxxECU engine management system, and whilst it does the normal things that ECUs do with regards to engine duties, it also supplies huge amounts of data to the large electronic screen situated behind the steering wheel and even allows Joakim to switch from super grippy four-wheel drive, to ultra skiddy rear-wheel drive at the flick of a switch.
Considering the Escort has been built to contest both drift and regular motorsport events, it’s a brilliantly clever modification and one that we’ve never seen before on a Performance Ford feature car.
But then, we’ve never seen a car like this before in PF full stop. Yes, we’re aware that it’s lacking its original Cosworth components and for some, this will always be a step too far, but we reckon that in this instance it doesn’t really matter. Think of this Escort as a source of inspiration, proof of what can be achieved with just a cold garage, lots of late nights and a sheer bloody-mindedness to see a dream project car through to completion. So grab yourself a second hand welder and get to it…
TECH SPEC Ford-Escort / #Ford-Escort-Cosworth / Fifth generation / #Ford-Escort-MkV
ENGINE: Audi 2.5-litre diesel block, JE pistons and #H-section rods, CrMo flywheel, ported Audi 20v turbo 7a head, #VAG coil pack conversion, Cat cams, bronze guides, #Supertech valves, #CrMo retainers, dual valve springs, Precision 6466 billet roller bearing turbo, Precision 46mm wastegate, Tial dump valve, custom dry sump, CP-S stainless exhaust manifold, CP-S inlet manifold, #Accufab throttle, #MaxxECU engine management, rear mounted radiator, dry sump tank and fuel cell, 904hp at the hubs, 752lb/ft
TRANSMISSION: Electronically adjustable 4WD system allowing for full rear wheel drive or 50/50 four wheel drive, R33 Skyline ‘box with Pftizner Performance ‘dog engagement’ gear set and modified transfer box, Nissan S14 rear cradle with adjustable trailing arms, custom prop and driveshafts, Skyline differentials, custom trailing arms, knife edge anti-roll bar.
BRAKES: #Alcon 6–pots with 356mm discs (front), Skyline GT-R 2-pot #Brembo s with 320mm discs at rear
Suspension: custom front suspension with #GAZ-Gold adjustable dampers, Nissan S14 rear sub-frame with Cosworth spec #GAZ Gold adjustable dampers at rear.
CHASSIS: #1994 Escort Cosworth, semi-tubular chassis at rear with #Nissan-S14 subframe, poly windows Interior: full weld-in custom roll cage, custom centre console, custom pedal box, Sparco Lico seats, Sparco plumbed in fire system, hydraulic handbrake.
EXTERIOR: Audi Ibis white Wheels: Nissan hubs, 8.5x18-inch #Toora alloys, #Maxxis Ma-Z1 tyres.
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- Post is under moderationFINCREDIBLE HULK #BMW-M535i-E28
Once a mild-mannered E28 #BMW-M535i , this Finnish 5 Series is now a fearsome rage monster brandishing a terrifying 886hp courtesy of its turbocharged M30. Mental turbo E28 shows the kids how it’s done. This might look like a mild-mannered E28 but you wouldn’t like it when it’s angry… Words: Elizabeth de Latour. Photos: Jape Tiitinen.
BMW E28s need love. They’re getting rusty, rare and actually quite expensive to buy, certainly in the UK, and much like any classic they are not often casual, off-the-cuff purchases. You have to want an E28 because it requires commitment. Buying an E28 is a serious undertaking, one often reserved for lifelong BMW enthusiasts who’ve always wanted to own this classic saloon. Enthusiasts like Tobias Holmkvist, perhaps? “Well, when I bought this M535 my interest in the marque started to grow but I can’t really say I’m a #BMW guy,” he reveals. Oh, guess not then…
So, just what attracted this 20-something car enthusiast to the sharkey E28? Well, for our Finnish truck body builder, this car presented itself as the perfect proposition for what he was planning. “I wanted to build a crazy car for street use,” he says in the matter-of-fact manner that someone might use when telling you that they’ve just bought a new shirt. “And to me the E28 is an old and beautiful model, plus this car already had a lot of performance parts installed. It was in pretty bad shape, though, and needed a rebuild so I bought it to have something to spend my time on.”
Purchased in Sweden, Tobias’ E28 needed more than a little TLC to get it roadworthy again, requiring no less than a complete interior overhaul, rust removal and a respray, making this far more than just a casual project. But then again Tobias is a man who enjoys a challenge and likes building cars that are a little different from the norm (such as the 415hp Mercedes diesel estate he built back in 2008), so the prospect of restoring this E28 and turning it into a fire-breathing monster was no doubt a tantalising one.
Now, if you want to build yourself a crazy powerful road car, you’re going to need to build yourself one serious engine. Luckily the M30B35 is the perfect candidate for turbocharging and makes the ideal base for building up a serious powerplant. Tobias has left no stone unturned, or at least no engine component unmodified, in his quest for power. The engine has undergone numerous evolutions but the current spec is its most impressive incarnation.
First off, the block has been fitted with a reinforced bottom plate to stabilise it; it’s been bored out by 0.5mm and CP forged pistons have been fitted, though the crank has been left stock. The head was ported by Tobias himself and fitted with an Enem Z55 turbo camshaft, steel rocker arms and Stage 2 valve springs while ARP bolts ensure it stays clamped tightly to the block. Initially, Tobias was running a Holset HX55 turbo with a Megasquirt standalone ECU but he wasn’t happy with the way the car performed. “The Holset was too small,” he says, being rated for about 570hp, “so I removed the Megasquirt and the Holset and replaced it with the Precision turbo and MaxxECU engine management, which got the car running like a dream with better spool, more power and better engine control.” The turbo in question is a 7275, rated to 1015hp, offering the sort of horsepower potential that Tobias was looking for. In addition, it’s been fitted with a 46mm Precision wastegate. The intake and exhaust manifolds were both made by Tobias, with a 4” downpipe running from the turbo into a 3.5” exhaust with a single silencer, while on the intake side there’s a seriously beefy intercooler, measuring 600x450x100mm with a 3” inlet and a 4” outlet. You’ll also find 1680cc injectors sitting on a billet fuel rail, a VAG COP ignition system, a PWM controlled electric water pump and electric cooling fan. It’s a heavyweight list of mods and it results in some seriously heavyweight performance figures, with 2.3bar of boost resulting in 886hp and 758lb ft of torque, which is more than any sane person could ever possibly need, but whether it’s more than someone like Tobias could possibly want is another matter altogether…
To go with all that power, Tobias has opted for an E39 M5 gearbox uprated with a Sachs 765 pressure plate and sintered clutch along with a homemade propshaft with M5 joints and an LSD at the rear, which allows him to put down some very long 11s on the Tarmac. The brakes have also been uprated, naturally, with 348mm discs up front and 320mm items at the rear, offering much needed enhanced stopping power. When Tobias bought the car it had already been fitted with lowering springs and uprated dampers, so he’s suck with that combo, adding Powerflex bushes throughout and M5 anti-roll bars to try and quell the car’s slightly tail-happy nature, though we wager that ramping up the power to over 800hp has probably undone most of his hard work on that front.
Of course, even when you’re building a mental fast road machine like this, you can’t forget about the aesthetics and while Tobias has kept things looking pretty OE on the outside, there are plenty of hints that let you know this is most definitely not your run-of the-mill E28. Up front, one of the high beam lights has been replaced by a colour-coded air intake that feeds air directly to the massive cone filter wedged into the corner of the engine bay, while at the rear you’ll find an E30 M3-style spoiler crowned with a home-made gurney flap, complete with a message for anyone foolish enough to have attempted to tangle with this E28. And there’s no need for multiple exhausts here when one fat tailpipe does the job just fine, thank you very much.
The AC Schnitzer Type 1 Racing wheels, Tobias reveals, were actually on the car when he bought it, and he liked them so much that he almost bought the car just for them, though they were in very bad shape and he spent 20 hours rebuilding them. Not that you’d know, mind, as they look absolutely spotless and the gold-on-white combo is pretty much perfect.
The interior is a blend of OE calm and hardcore aftermarket additions. “I had always wanted a car with a full roll-cage,” explains Tobias, “so I decided to build one. A friend helped me with the TIG welding but I built it myself. It was very hard to make but the result was very good. I also fitted a set of E34 M5 leather seats and I made my own leather door panels, suede steering wheel and lowered steering column.” Tobias also chucked in a hydraulic handbrake, because that’s the sort of thing you’d expect to see in a 800hp E28 that’s very good at going sideways!
The boot is home to numerous fuel system components, plonked unceremoniously to one side, but with the most exquisite components and the engine bay most definitely deserves a mention because while it might not be a polished-up show bay, it’s very clean and tidy. We particularly love the colour-coded piping and intake plenum.
It’s taken Tobias four years to get the car to where it is today, a slow steady process of annual evolution, and this E28 has become something of a beast. It’s an epic machine that’s fulfilled Tobias’s brief of being “a crazy car for street use”. Judging from the pictures, Tobias seems pretty happy with the results, too, and it’s good to see a car like this being used in anger; then again, how else could you possibly use it?
DATA FILE #BMW-E28 M30B35 Turbo
ENGINE: 3.5-litre straight-six #M30B35 , bore increased by +0.5mm, stock crank, CP forged pistons, reinforced bottom plate to stabilise block, ported #M30 B35 head, #ARP bolts, Enem Z55 turbo camshaft, steel rocker arms, Stage 2 valve springs, custom intake and exhaust manifolds, #recision-7275 turbo, 1680cc injectors, #VAG coil-on plug ignition system, #MaxxECU ECU, PWM-controlled electric water pump, #PWM -controlled cooling fan, billet fuel rail, Precision 46mm wastegate, 4” downpipe with 3.5” exhaust and single silencer, 600x450x100mm intercooler with 3” inlet and 4” outlet. 886hp and 758lb ft @ 2.3bar.
TRANSMISSION: #Getrag-Type-D six-speed manual gearbox from E39 M5 #Getrag , #Sachs-765 pressure plate, sintered clutch disc, home-made propshaft with M5 joints, LSD.
CHASSIS: 8.5x17” (front) and 9.5x17” (rear) #AC-Schnitzer-Type-1 Racing #AC-Schnitzer wheels with 225/45 (front) and 255/40 (rear) Federal semi-slick tyres, single-piston callipers (front and rear) with 348x30mm discs (front), 320x22mm discs (rear).
EXTERIOR: High beam air intake, E30 M3-style spoiler with custom gurney flap.
INTERIOR: Full roll-cage, E34 M5 leather seats, custom leather doorcards, suede steering wheel and lowered steering column.
THANKS: My friends that have helped me with this project, all your help has really been appreciated.Stream item published successfully. Item will now be visible on your stream.