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BOOST MODE #Stunning 610 whp turbocharged E36 M3 turns up the heat. Cars are meant to be driven and it was that realisation that took this E36 M3 from mild to wild.
JUNKIE BOOST Words: Elizabeth de Latour Photos: Patrick Lauder
Dean Yarza never intended for his E36 M3 to turn out this way. He’d always wanted one, that much he did know, and finally owning one was the fulfilment of a high school dream, even though it followed a modified E46 M3 ZCP. You might have thought that his former car would have been the keeper, the big one, because it was an E46 M3 after all, but life’s not always that straightforward. That Dean has been dreaming about owning an E36 M3 since his high school days is no surprise; this is a man who, briefly, owned a hand-me-down E21 323i as his first car and who admits to having been interested in BMWs since first being able to drive.
The Carbon black 2005 E46 M3 that he purchased in 2006 was where his BMW journey began proper, Dean having experimented with numerous vehicles prior to that. “I’ve basically modified everything I’ve owned since high school, giving in to the typical sickness the everyday car nut suffers from and I do not discriminate when it comes to the hobby,” he grins. This explains why his car ownership history includes an Acura Integra on nitrous, a couple of Saleen Mustangs and a Saleen Cobra, all of which ended up running over 500whp courtesy of aftermarket superchargers, a Ford F150 truck and even a couple of Yamaha R6 bikes. It’s a varied, colourful automotive past in which Dean has sampled all manner of modified machinery and that most certainly did not stop when the M3 entered his life. “I modified it with all the NA boltons including long tube exhaust manifolds, performance pulleys, air filter, 4.10 gearing and a performance tune. The exterior was also fitted with the full line of Vorsteiner VSL pieces – front bumper, rear deck lid and diffuser. 19” BBS LM rims and a Brembo GT brake kit were also installed,” completing what sounds like a thoroughly sexy and sorted M3. So why the switch from 46 to 36?
“After parting with my E46 M3, I yearned for another M and, more importantly, something to give me purpose, spending hours on forums researching and purchasing parts. At the time, it was the perfect platform to satisfy the need to handle, perform, and modify while being fairly painless to attain,” explains Dean though, in truth, the E36 did almost put the brakes on his modding addiction but, as we all know, you just can’t fight it…
“As many E36 owners know, it’s a bit tough to find them in a non-abused state in today’s market,” he says, and he’s not wrong. “After failing to find one to my liking for a few months, I put out a wanted add online and, amazingly, received a response for what was almost exactly what I was looking for. Prior to my search, I’d curbed my expectations, accepting the fact that these cars are close to 20 years old and I wasn’t going to find a gem. My initial want was just for a clean-titled, decent paint/interior M3 knowing that 90-110k miles would be the norm. What appeared in response to my add was a single-owner, excellent condition M3 with only around 33,000 miles, completely stock, still with the break-in instructions applied to the windscreen, as well as the original window sticker still in the glove compartment. It was far too pristine but in no way would be passed up.” That sounds like a once in a lifetime find to us and it would have been very silly of Dean to turn down the opportunity to own such an immaculate car, but it was the car’s virgin state and lack of miles that presented Dean with a bit of a quandary. “Prior to finding one with such low mileage, my plans were night and day from what the car is now,” he says.
“I initially only wanted something I could drive every day and everywhere, occasionally having weekend duty for spirited driving in the hills. To do this, I planned nothing more than a capable coilover set and a nice wheel and tyre combo. In a way, I just wanted a cool car I could really beat on and not care too much about,” but obviously that couldn’t happen now and a different approach to the whole ownership and modding outlook had to be taken. In fact, as we mentioned earlier, Dean wasn’t even sure whether modifying was the right thing to do. “As I did not plan to find such a low mileage/collector type of car, it was a tough decision to modify,” he says, before adding “ but eventually the bug got the better of me,” and so things began to happen.
Suspension and wheels came first, as per his original plans; “Knowing that I did not participate in high performance driving/autocross events, I was looking for something simple in terms of handling and comfort,” Dean explains. “The Bilstein PSS9 kit fits this bill as it is a basic coilover setup which is not too aggressive while offering, in my opinion, one of the most comfortable rides for a coilover while still improving handling capability. Along with this, I’ve also chosen a set of Dinan front and rear strut braces and a BMW X-brace, which is found as standard on the M3 LTW.” Handling benefits aside, the adjustable ride height of the PSS9s means that Dean has been able to dial-in his perfect stance and the drop he’s gone for is serious; those front arches are a hair’s breadth above the rubber while at the rear he’s got the tyres tucked just past the edges of the lips and the result is spectacular.
As far as his wheel choice is concerned, for many BBS fans it’s the holy grail for both modern and classic BMWs alike and a wheel he has a lot of love for. “It was only fitting that for a classic M3 I’d want to stick with classic wheels. My favourite wheels for the BMW have always been BBS LMs, I feel you can put these on any car and drastically improve the look, especially European applications. I owned a set on my E46 M3 and had nothing but positive experiences with them in regards to looks, performance and strength. You get what you pay for with wheels and in my eyes, they are half of the car. I did consider other wheels but this was very short-lived, I was set on LMs for my build. It turned out to be very difficult to find a set, though, as 18s were much harder to come by than the typical 19” and above. Luck still was not on my side which forced me to become a little more creative and experiment with a set taken from a Honda S2000. This presented a bit of a challenge as the offset and PCD were different but after some research I found a local wheel customisation shop which was able to adjust bolt pattern as well as offset to get them to fit correctly.”
It’s safe to say it was worth the effort as the LMs look so good on the E36, as they do on just about any BM, and here they’re finished off with a BBS stud conversion kit and those iconic red centre caps.
That’s all well and good, but the real reason we’re here is for what’s under the bonnet and it took a bit of a personal revelation for Dean to make the huge leap from mild NA mods to off-the-scale, full-on forced induction fury. “I found deals on the basic bolt-ons such as a Dinan CAI and Dinan exhaust and the car stayed in this state for quite sometime as I did not want to overly modify it, risking an adverse affect to the car’s value considering its mileage.
Eventually, realising that cars are meant to be driven and I would not be satisfied until I had it the way I wanted, I decided to open the floodgates and enjoy it while I have it,” he says and this is definitely the right philosophy. “After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build, beginning with the actual turbo, a Garrett GT35R and SPA T3 manifold, fuel components, Cut-Ring head gasket, and Zeitronix data logging gauges and equipment, the essentials I needed to get started. After a year acquiring these components – and then some – it was all installed in one shop sitting, taking a few months to complete.
“The car was taken to David Tran at 4B Auto in Santa Clara, CA; David is known to have built some of the fastest turbo E36s around with upwards of 1000hp, so I knew I was in good hands with this build,” says Dean. “The motor was disassembled, having to remove the head for resurfacing, while upgrading the head studs with an ARP2000 10mm stud kit. From there, the stock head gasket was also upgraded to an 87mm Cut- Ring head gasket. When the head returned from resurfacing, the SPA T3 turbo manifold was mounted while the Vanos was also rebuilt and the head was finally ready to install. Once the engine was reassembled, various changes were made including upgraded fuel components such as a Rally Road high-flow billet fuel rail, 115lb high impedance injectors, and an Aeromotive adjustable fuel pressure regulator. The intake manifold was also swapped for an M50 model for better flow. Impressive to say, the engine was able to fire up at first attempt with no hiccups. David’s engine work was one of the smoother processes throughout.”
High praise indeed and there’s nothing better than a true turn-key conversion that just works, especially after such a huge amount of work. A quick glance at the engine spec is all you need to know that this is a serious performance project but all that research and time spent on it was absolutely worth it.
It enabled Dean to pick the best components and the ones best suited to helping him achieve his end goal, and all that work has yielded some astonishing numbers. Peak power now stands at 610whp, which is around 700hp at the crank however you like to do your calculations, and is backed up by 571lb ft of wheel torque, both serious numbers and definitely plenty to be getting on with.
Obviously, as well as the suspension upgrades that were carried out before Dean let loose, the chassis and transmission have received further modifications to be able to cope with that huge increase in output over stock. First of all, there’s a big brake kit in the shape of Brembo’s GT kit and before we even get onto the specs those red calipers are just killer and work perfectly alongside the red detailing on the LMs and against the white bodywork.
They do, of course, deliver on the braking front too, but then you’d expect nothing less with four-pot calipers and 355mm discs stationed up front and only a fractionally smaller pairing located at the rear. As far as the transmission is concerned, Dean has bolstered the ZF five-speed manual gearbox with a selection of UUC components, including a twin-disc flywheel/clutch combo, steel clutch line, and short shifter, all of which combine to allow it to far better cope with all that power and torque.
What we really love about Dean’s E36 M3, and we love everything about it, is the fact that, really, there’s no way for you to know just how much power is lurking beneath that pristine white bodywork. Obviously it’s not a stock car, but he’s kept all of the styling within the spectrum of normality and as a result there’s little to suggest that this might be nothing more than a lightly breathed-on older M3. “My intention for the exterior was something not too aggressive; basically maintain the stock look and body panels yet add some touches to give a slightly more aggressive look,” and we’d say it’s mission accomplished. Euro lights have been sourced from ECS Tuning and fitted all-round, along with a set of ZKW HID projector headlights; a Max Velocity RS front lip sits beneath the front bumper for a hint of extra aggression, while at the rear there’s a Mateo Motorsports diffuser and a sexy UUC adjustable carbon spoiler. The interior has been kept largely standard, bar the addition of numerous gauges and a few minor tweaks that enhance what was already there. The Vader front seats, finished in Mulberry-colour leather, have been left alone and Dean has added some M3-logo’d mats, a customwrapped Euro three-spoke steering wheel and MT Shift Boots alcantara gear lever and handbrake gaiters to complete the look.
Four years of ownership are what it’s taken to bring the E36 to this level and while it has clearly been worth the effort, there has been a lot of it involved in getting the car to where it is. As Dean himself says “I currently have no plans for a next car, other than possibly a modern 5 Series daily driver. At this point, I may have exhausted all energy to even think about starting yet another project,” and that’s something we can all relate to it, that feeling of near-exhaustion when you’ve “finished” a project, or at least got it to the next stage of its evolution. Of course, this M3 has not finished evolving, not in the slightest. “A contingency plan is actually already in place,” says Dean.
“Simultaneously with the turbo install, I have also been working on a fully-built spare motor capable of 1000hp, which was also completed about the time the turbo install was competed. Also on hand is a full drivetrain upgrade, which includes a Euro six-speed 420 Getrag transmission, DSS six-bolt 1000hp driveshaft, upgraded rear axles, and a large case 210mm limited slip differential from a 1990 BMW 750iL.
The only future decision to be made now is which turbo and manifold configuration to fit. With the upgraded turbo and motor, the car should be able to generate and handle even more power with ease. If any mishaps were to occur, these components are ready, that is if impatience does not get to me first and I proactively go ahead with the swap.”
That’s a very sensible approach to take with a completely unhinged project, and we whole-heartedly approve. Dean’s E36 is pure performance: there’s no frivolity here, it’s full-on, focussed and furious with it, and we love it.
“After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build”
TECHNICAL DATA FILE #BMW / Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #BMW-M3-Turbo / #BMW-M3-Turbo-E36 / #Garrett / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E36 / #BMW-3-Series-M3-E36 / BMW
ENGINE 3.2-litre straight-six #S52B32 / #S52 / #BMW-S52 , Cut-Ring 87mm head gasket (stock compression), #ARP2000 head studs, #Garrett-GT3528R dual ball-bearing turbo, #SPA-T3-turbo manifold, 610x305x76mm front-mount intercooler, #Tial 50mm blow-off valve, Tial 44mm MVR wastegate, M50 intake manifold, #Mishimoto coolant overflow, Mishimoto performance aluminium radiator, #Steward high-performance water pump, RK Tunes E85 turbo tune and MAF, 115lb high impedance injectors, Rally Road high-flow billet fuel rail, Aeromotive adjustable fuel pressure regulator, Vibrant intake filter, custom fabricated 3” stainless steel down pipe and exhaust system, #Vibrant turbo muffler, #Radium-Engineering oil catch can, #Radium-Engineering 12 micron fuel filter, Racetronix Fuel Pump wiring harness, Walbro 485lph fuel pump
POWER AND TORQUE 610whp, 571 lb ft wtq
TRANSMISSION Five-speed #ZF manual gearbox, UUC twin-disc flywheel/clutch kit, #UUC steel clutch line, Rally Road clutch pivot pin, #UUC-EVO3 short shifter with double shear selector rod, #Vorshlag polyurethane transmission mounts
CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-LM wheels with 235/40 (front) Hankook Ventus V12 Evo2 and 255/35 (rear) Toyo Proxes R888 tyres, BBS red centre caps, #BBS stud kit, #Bilstein-PSS9 coilovers, Vorshlag polyurethane engine mounts, #Dinan front and rear strut braces, #BMW OEM X-brace, #Brembo GT BBK with 355x32mm two-piece discs and four-piston calipers (front) and 328x28mm two-piece discs and two-piston calipers (rear), #Hawk HPS brake pads (front and rear)
EXTERIOR Alpine white, ZKW HID projector headlights, ECS tuning European front clear corners, side markers and rear lights, Max Velocity RS front lip, Mateo Motorsports rear diffuser, UUC three-way adjustable carbon fibre spoiler
INTERIOR Custom wrapped European three-spoke steering wheel, MT shift boots Alcantara gear lever and handbrake gaiters, Rally Road steering column dual gauge pod, LeatherZ centre gauge pod, Turbosmart Eboost2 boost controller/gauge, #Zeitronix ZR-2 wideband AFR, ECA-2 ethanol content analyser, ZR-2 boost and ZR-2 fuel pressure gauges
Hard-pipe-mounted Tial blow-off vlave.
Turbo is hidden away, only the air filter is visible in the engine bay.
Interior home to various gauges plus Alcantara gear and hand brake gaiters.
Gorgeous 18” BBS LMs and #Brembo-BBK .
Up front, HID projector headlights with angel eyes.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationDOUBLE DIP #BMW-E46 / #BMW / #BMW-M3 / #BMW-M3-E46
Ferocious 545hp supercharged and 715hp turbocharged carbon-clad E46 M3s tamed by one owner. Decisions are hard, especially when it comes to choosing between a supercharged E46 M3 and a turbocharged E46 M3, so why not just have both…? Words: Elizabeth de Latour. Photos: Andrew Thompson.
545hp supercharged and 715hp turbo E46 M3s
Decisions are never easy to make, especially when you’re faced with two equally appealing options. Chinese or Indian, for example, or cookies and brownies, or pizza and, well actually there’s no alternative option to pizza because pizza just always wins. Sometimes, you don’t even have to decide, like with cronuts, or a turducken, just have everything, because more of everything is always better. For example, why choose between a supercharged E46 M3 and a turbocharged E46 M3, when you could have both? That is exactly what Jaime Taylor did and we’d like to think that decision made his life immeasurably better in every way.
This man is a serial car buyer and modifier with a car history varied enough to make your head spin, including a midengined, RWD Peugeot 205 GTi and a Sierra Cosworth, a scattering of BMs and some serious big-power builds, such as a 511hp Skyline R34 GTR, a 670hp Skyline R32 GTR and a 513hp Audi RS4. Jaime is no stranger to going fast and is clearly hopelessly addicted and devoted to the modifying lifestyle, which makes him our kind of guy, and we guess answers the question: “What sort of person owns a pair of cars like this?”
What’s really interesting here is that this is really a tale of two parallel builds, which were happening alongside each other at virtually the same time. Spooky. We’ve got Jaime, who wanted to build a turbo E46 M3 but ended up going down the supercharged route, and Andy Bennett, who bought the turbocharged car and proceeded to put a huge amount of effort into getting it running as it should, then ended up selling it to Jaime, who’d actually wanted to buy it all along but was beaten to the punch by Andy all those years previously. It’s a twisting tale deserving of its own movie adaptation, so grab some popcorn, get comfy and we’ll begin.
When Jaime bought his M3 in 2014, it already had a long list of tasty bits on it, including carbon front wings and carbon bonnet, a roll-cage, BBK, CSL air box and Recaro RS seats but even better than that it had been fitted with a new engine from BMW and had covered less than 20,000 miles on it. “The new engine was a blank canvas to work on,” smiles Jaime. “At the time I didn’t know any UK company who could turbocharge the S54 but did know a company in the States. We were talking about shipping the car over there to get the job done, but it would have been gone for six months for all the new fabrication work to be done because they hadn’t done a right hand drive vehicle before,” he explains. “In the end, with a new car on the drive, we decided to go down the supercharged route so then the car could stay local,” and that’s a pretty sensible decision as the job could be done much more quickly and he’d have more time to actually enjoy the car.
The supercharger kit comes from VF Engineering, with Jaime opting for VF570 flavour, the company’s most powerful E46 M3 supercharger offering. At its core is a Vortech V3-Si supercharger, capable of running at 26psi and rated for 775hp, so producing the 570hp and 380lb ft that VF Engineering claims for this kit is a walk in the park. The kit also boasts a cast manifold with a slide-in air/water intercooler cartridge and is a serious setup, able to deliver a huge hike in power. Initially, though, that wasn’t the case, as once Jaime had got the car back from being mapped and stuck it on a dyno he found it was only making 499hp.
“On each of the five back-to-back dyno runs we did the power was going down about 20hp every time because of heat soak,” he explains. “The engine was pulling the timing and it couldn’t make the power. To fi x this we got Gary Adlington, who runs Eastwood Garage in Falmouth, to fit an AEM direct port methanol kit from the States. Gary is a genius,” enthuses Jaime, “he put a Cosworth engine in a boat and some other crazy stuff – incredible character and he also worked on Andy’s engine.” Yes, in a further coincidence, both Jaime and Adam used Gary’s services for their respective projects; it’s like fate brought everything together. With the meth injection kit on board it was time to head back to the dyno and this time the numbers didn’t disappoint. “On the first run it made 513hp, 530hp on the second and we finished with 545hp,” grins Jaime and that grin is fully justified as that’s a serious power figure. Of course, running monster power means you need plenty of supporting mods and this S54 has been treated to a Mishimoto electric fan coupled to a larger Mishimoto rad, a 55ºC thermostat, the secondary air pump has been removed along with the air con and it’s all finished off with set of sport cats and a Milltek rear exhaust section.
Handily, the previous owner had done a lot of the groundwork on the chassis meaning the M3 was already in a good position to be supercharged, but Jaime has been upgrading things along the way over the past two-and-a-half years to make sure the car was the best it could be. The chassis has been enhanced with a set of KW V3 coilovers and is joined by Turner Motorsport top mounts and adjustable Turner anti-roll bars both front and rear. In addition to this there are adjustable rear camber arms, poly bushes fitted throughout and there’s also a 4.10 ratio rear diff. The brakes are seriously beefy and more than up to the task of slowing this powerhouse of an M3; up front there’s an Alcon BBK comprising 365mm discs, utilising Reyland brake bells, clamped by red six-piston calipers and braided hoses and Pagid RS-29 pads have been fitted allround while 710 racing brake fluid tops off the brake upgrades. When it came to choosing wheels, Jaime wanted something light and good-looking that would suit his track-orientated build. “Apex wheels were the weapon of choice,” he says, “they’re lightweight, concave and when I was searching for M3 track cars online everyone was running them so they were clearly the wheels to go for.” He’s gone for the Arc- 8, which looks great on the E46, and he’s running a square setup with 10x18s all-round wrapped in sticky Federal 595RS-R tyres.
No doubt a big part of the appeal of this M3 when Jaime was shopping was the fact that it looked so flipping fantastic, with the carbon bonnet, wings and boot lid really giving it a full-on track look and over the time he’s had the car he’s built on that, giving it an even more extreme appearance. “It was actually booked in to have all the carbon painted,” admits Jaime, “but I ended up going against it and kept the carbon on show for an aggressive track look,” and we’re glad he did. The car also wears a carbon front splitter and canards, plus Jaime has carried out a front foglight delete, and added a carbon rear diffuser, all of which combine to really make this M3 stand out and it’s got a lot of presence.
The interior had already been stripped out and caged-up when Jaime bought the car, but here too there was room for improvement and it all started with the seats. “On the first track day I took the car to I realised the seats were too high as we kept hitting our heads on the roof,” he explains. So out came the Recaro RS seats and in went in a pair of Corbeau Club Sport buckets, and Jaime was now far more comfortable and able to actually enjoy driving his M3. Other interior changes include the aforementioned roll-cage, a Safety Devices bolt-in item, an alcantarawrapped wheel from Royal Steering Wheels, full carbon door cards with red door pulls, an AEM hand controller for the methanol injection, a lightweight battery, fire extinguishers and a carbon blanking plate that covers the hole where the sat nav screen once sat. We love the fact that while it is stripped out and most definitely hardcore, it’s been finished to an incredibly high standard with some very high quality materials, and it all combines to make it even more special.
While Jaime was busy getting stuck into his supercharged E46 M3 project, Andy was well underway with getting his turbo E46 M3 up to scratch. Back in late 2013, having just sold a supercharged Range Rover Sport, Andy was flush with cash and looking to buy a second home to rent out. At least that was the sensible, grown-up plan, but one brief eBay session later it had all gone to pot as he’d spotted a turbo E46 M3, this very car, up for sale and, deciding that he couldn’t not buy it, he snapped it up with a sneaky bid in the final few seconds of the auction, unknowingly swiping it away from Jaime.
Not only did the car have a claimed 650hp, but it had also been on the cover of the March 2008 of PBMW, and came with a vented carbon bonnet, carbon bootlid, BBK and ticked just about every box that there was to be ticked. Quickly, however, it transpired that the car was not in rude health, making only 465hp on the dyno, not the figure Andy had been led to believe, as well as suffering from numerous issues to do with the turbo conversion. It was not a happy car. It was decided that a new intake manifold and stand alone ECU were needed, so Andy took the M3 off the road and put it into storage while he saved money for the work it needed. It was at this time that he learned about the infamous E46 subframe failure issue and, after inspecting the state of his M3, he discovered that, lo and behold, the subframe was not in a good way...
While we can’t imagine his mood was particularly good at this point, Andy had a turbocharged M3 and he was determined to make it the best turbocharged M3 he could; where Jaime started his project with a clean slate, Andy had the perfect opportunity to not just fix what was wrong with his M3, but improve everything as he went along, and he’s definitely done that and then some.
Before he could even think about getting the engine running at full capacity, that rear end needed sorting out so the old boot floor was cut out, a new one was welded-in and Redish Motorsport reinforcement plates were installed, along with a box section welded across the boot floor to eliminate any flex. At the same time, the whole back end was poly bushed and the propshaft rubber donut was replaced by an uprated Revshift polyurethane set up. The poly bushing extends throughout the chassis now and the suspension has been thoroughly upgraded throughout to ensure it’s up to the task of coping with a turbocharged S54 above. Naturally the car sits on coilovers but they’re not the usual suspects, this M3 having been fitted with Tein items complete with electronic damping adjustment, and these are joined by adjustable front camber plates and Eibach anti-roll bars front and rear and there’s also a Strong Strut front brace with a Schnitzer item mounted at the back. A Brembo GT BBK takes care of stopping duties, with six-pot calipers and monster 380mm discs up front and 345mm discs at the rear, the red calipers contrasting perfectly against the black spokes of the 19” CSL replicas, themselves fitted with Toyo R888 tyres for maximum grip and traction. When it came to the engine Andy admits that, without the help and knowledge of Gary Adlington, he probably would have given up on the car a long time ago, which would have been a shame as he would not have had the chance to experience the fury of a fully operational turbo M3. The main components required to get the S54 performing as it should were an AEM Infinity 8 ECU, Horsepower Freaks intake manifold and boost pipe, a pair of HKS SSQV4 blow-off valves and an AEM water/meth injection kit. The intercooler was also sent off to have the end tanks cut off and new ones made from thicker aluminium welded on. The final engine spec makes for some eye-widening reading as some serious work has gone into making this S54 as powerful as it is. The turbo kit itself comes from Savspeed Racing and uses a Turbonetics T70 turbo and the engine has been bolstered with a set of Wiseco low compression pistons, Pauter con rods, VAC Motorsports head bolts and a steel-lined head gasket while twin fuel pumps feed 750cc injectors via an Aeromotive fuel filter. The result of all that is pretty spectacular, with four different power maps to choose from: the mildest map offers a sensible 500hp, which we imagine is handy for popping to the shops for a pint of milk, while the wildest map delivers 715hp, which you’d probably use for getting a pint of milk and some toilet paper. Perhaps a cheeky Snickers as well. A Clutch Masters twin-plate paddle clutch has been added to cope with all that newfound power and there’s also a short-shift kit rounding things off.
As with the supercharged car, this turbo M3 is a riot of carbon fibre on the outside, which looks fantastic against the Steel grey bodywork. It wears a Vorsteiner carbon bonnet and carbon front bumper, carbon front wings, a CSL carbon bootlid, carbon rear bumper, carbon side mouldings, carbon roof spoiler, carbon Schnitzer mirrors, even a carbon fuel filler flap. There are more carbon panels on the car now than there are regular body panels, it’s really something, and makes the car utterly spectacular. The interior is has also been treated to a whole heap of carbon goodies, including dash trim, door pulls, steering wheel trim, steering column and gearknob, gear surround and handbrake lever. It’s a veritable feast for the eyes. In the early stages of the project, Andy picked up some rather sexy Cobra Daytona seats, which were already trimmed in black Mercedes leather and black Mitsubishi Evo X alcantara and finished with gold stitching, and they look great in the car, really filling out the interior and making it a rather more special place to sit. They’re mated to threepoint harnesses, which are mounted where the rear seats used to be, and naturally there’s also a host of gauges, we’d have been disappointed if there hadn’t been what with this being a turbocharged car and all. They include an Innovate AFR gauge, a trio of HKS gauges to monitor boost, exhaust temperature and pressure and there’s also a HKS turbo timer ensuring that the turbo stays healthy.
So, man builds supercharged E46 M3 and buys turbocharged M3, drives off into the sunset, lives happily ever after etc, right?
Well, not quite… “It’s a good job Andy pipped me to the post on the turbo car,” admits Jaime, “as he spent a lot of money on this M3, so I really reaped the benefits of all his hard work. It was a pleasure to scratch that turbo M3 itch that I’ve had for years, watching all those turbo M3 videos on YouTube, and it is fricking awesome,” he grins, but after buying the car from Andy last July just one month passed before Jaime had put it up for sale himself. “I needed to try it out for a while to see if I was happy to make this my new track car, and after testing it back to back with my supercharged one I decided it wasn’t for me. I have a bond with my supercharged one and prefer everything else about it, as does my other half, Terrie, and I have to live with her so she has a big say in what I do,” he laughs. Unsurprisingly the turbo M3 sold very quickly but surprisingly Jaime has now put his supercharged M3 up for sale as well, and as we put the last of these words to paper it looks like it may have found a new home… “I’ll be very sad to see it go,” he says, “and so will Terrie as we’ve both done a lot of track days in it and she’s learned a lot from driving it and really enjoys it,” but that’s just how it goes with modified cars, we suppose, it’s very rare for them to have any sort of permanence and selling the cars we’ve poured so much of everything into is a just part of the life we lead. They do say that it is better to have loved and lost than never to have loved at all, though, and while we’re not sure if Jaime is planning to go as far as this with the E92 M3 he’s thinking of buying next, he can at least say that he’s been the owner of both a turbocharged and a supercharged M3, and there’s not many people that can.
TECHNICAL DATA FILE #Turbocharged E46 / #BMW-M3 / #Turbonetics / #BMW-M3-Turbocharged / #BMW-M3-Turbocharged-E46 / #BMW-M3-Turbo / #BMW-M3-Turbo-E46 / #HKS / #BMW-M3-Tuned / #BMW-M3-Tuned-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 /
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54-Turbocharged / #S54-Turbo , #Savspeed-Racing turbo conversion with #Turbonetics-T70 turbo, #Wiseco low compression pistons, #Pauter con rods, #VAC-Motorsports head bolts, steel-lined head gasket, 750cc injectors, twin fuel pumps, #Aeromotive fuel filter, #AEM Infinity 8 standalone ECU with E46 plug and play harness, AEM water/methanol injection kit with 1000cc and 500cc injectors, #HPF intake manifold and intake piping, custom front mount intercooler, 2x #HKS-SSQV4 blow-off valves, HPF five-way traction control system, custom exhaust system. Six-speed manual gearbox, Clutch Masters twin-plate paddle clutch, short shift kit
CHASSIS 19” #CSL-replica-wheels in gloss black with 235/35 (front) and 265/30 (rear) Toyo Proxes R888 tyres, Tein-coilovers with electronic damping adjustment, adjustable front camber plates, Strong Strut front brace, AC-Schnitzer rear brace, Eibach anti-roll bars (front and rear), fully poly bushed, Brembo GT BBK with six-piston calipers and 380x32mm discs (front) and four-piston calipers with 345x28mm discs (rear)
EXTERIOR Steel grey, #Vorsteiner carbon bonnet and front bumper, carbon fibre front wings, side mouldings, AC Schnitzer carbon fibre door mirrors, CSL carbon fibre boot, carbon fibre rear bumper, roof spoiler
INTERIOR Cobra Daytona seats re-trimmed in black leather and alcantara with gold stitching, three-point harnesses, rear seat delete, black alcantara gear and handbrake gaiters with gold stitching, Innovate AFR gauge, HKS boost, exhaust temperature and pressure gauges, HKS turbo timer
TECHNICAL DATA FILE #Supercharged / #BMW-M3-Supercharged / #BMW-M3-Supercharged-E46 / #S54-Supercharged / #VF-Engineering / #Apex
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #VF-Engineering-VF570 supercharger kit, AEM water/methanol injection kit, #Mishimoto electric fan, Mishimoto bigger radiator, 55ºC thermostat, secondary air pump removed, airconditioning removed, sport cats, Milltek rear exhaust. Six-speed manual gearbox, 4.10 rear differential
POWER AND TORQUE 545hp, 383lb ft
CHASSIS 10x18” (front and rear) #Apex-ARC-8 wheels with 265/35 (front and rear) Federal 595RS-R tyres, stud conversion kit, 12mm rear spacers, #KW-V3 coilovers with Club spec springs, Turner Motorsport top mounts, #Turner-Motorsport adjustable anti-roll bars (front and rear), adjustable rear camber arms, fully poly bushed, #Alcon BBK with six-piston calipers and 365mm discs with #Reyland bells (front), standard calipers (rear), Pagid RS-29 pads (front and rear), braided brake lines (front and rear), 710 racing brake fluid
EXTERIOR Carbon fibre canards, splitter, front wings, boot, bonnet, rear diffuser, carbon wrap on roof, fog lights removed
INTERIOR Stripped-out, full bolt-in Safety Devices roll-cage, alcantara steering wheel by Royal Steering Wheels, solid steering wheel coupler, full carbon door cards with red pull tabs, RTD short shifter, AEM hand controller for water/methanol injection, Corbeau Club Sport seats, Willans harnesses, water/methanol tank in boot, Odyssey PC950 lightweight battery, fire extinguishers, stereo removedStream item published successfully. Item will now be visible on your stream.
- Post is under moderationWith killer styling, perfect stance and an S54-swap , 2M Autowerks’ E46 is an absolute feast of awesomeness. Words: Elizabeth de Latour. Photos: Viktor Benyi.
Werk it 2M S54 E46 Spectacular Stateside #M3-powered , metal #wide-body-3-Series.
We’ve been around for a long time. We’ve seen a lot of modified cars over the past 19 years (and 209 issues) but we love the et excited by some of the cars we come across. It’s a sign that we’re still in the right job and a sign that you out there in modded #BMW land are doing something very right. And it doesn’t get much more right than 2M Autowerks’ painfully good E46.
This is the sort of car that leaves you a little bit breathless. It’s the sort of car you can spend forever looking at and never get bored of. It’s the sort of car that just feels so utterly complete that it makes you question everything you thought you knew. You’re probably feeling exactly that way right now; don’t deny it…!
The man behind this build, and one half of 2M Autowerks, is David Mendoza – a self- confessed petrolhead through and through. And, unlike a lot of the big show builds we come across, this E46 is his own personal car which he’s owned for 16 years now. It’s that sort of long-term attachment and commitment to project cars that always makes us feel warm inside. “I’ve been into BMWs ever since I could remember,” says David, “but once I was able to purchase a car and actually be behind the wheel, that’s when it became even more special.” We can see how stepping from a hand-me-down Toyota 4x4 into an E46 would have felt very special indeed. “I absolutely loved the lines on the E46 and knew I had to have one,” he says. “Ideally I wanted to get an M3 but at the time I was two years into college at San Diego State University and knew my limits, so I had to settle for the #BMW-330Ci-E46 .” And while it may not have been an M3, the #330i is such a sweet package that, as far as compromises go, it barely counts.
It all began, as these things so often do, with some simple mods and while David did have a plan, it didn’t pan out as he envisaged. “When I bought the car it was Jet black and the first thing I did was get rid of the amber corners, reflectors and side markers,” he says. “At first I started with just simple exterior modifications: wheels, tyres, clear lights, springs, and a Dinan cold air intake. I left the car like that for years and years.
Then my brother and I opened up 2M Autowerks and I started to play around a little more with the cars. I ended up basically doing everything and anything I could.” He’s not kidding…
This is one of those builds where there’s so much amazing stuff going on that it’s difficult to know where to start but seeing as the first thing that hits you is the styling, let’s start there. One of the many, many things that we really like about David’s E46 is that he’s not gone down the default Sport or M3 bodystyling route; yes, there are a few elements but the car has retained its SE essence and this is bolstered with rather a lot of custom work. The front and rear bumpers are both SE items but here they’ve been enhanced with Hamann lips that have been blended in, resulting in a perfectly smooth and unique look that makes a refreshing change from the norm and gives this E46 a bold, distinctive presence. The M3 bonnet works really well with the car’s overall look and is matched to a pair of M3 mirrors, still arguably the best-looking E46 mirrors about, and M3 side skirts to fill out the car’s profile. What you might not realise is that those front arches are also M3 items; David has had the side vents welded shut for a much cleaner, smoother look which definitely seems to be the theme with this E46. The most impressive part of the whole is, without doubt, that fat, all-metal wide- body rear end with its massive pumped-up arches. They really endow this E46 with monster road presence. It’s a great combination of styling elements and the whole package is complemented by a dazzling Imola respray – which we think is far more suited to a head-turning build of this calibre than blend-in black.
All this would be for nought, however, if David had fallen at the wheel hurdle, but there never really was any danger of this happening considering the rest of the work going on here. “Back in #2002 , I initially went with an OEM+ size and a set of staggered 19” iForged Senekas,” says David. But once the wide-body conversion had been completed, the 8.5” and 9.5” widths just weren’t going to cut it. A three-piece wheel with a stepped lip was at the top of his shopping list and that’s exactly what we’ve got here. You’re looking at a gorgeous set of Aristo Forged MJKs, a size down at 18” across but massively wider to fill out those newly pumped-up arches, 9.5” wide up front and a serious 11.5” at the rear. They’re finished in custom matt Oro paint, which looks perfect against that bold red body.
The car’s stance is no less perfect. The killer ride height has no air behind it, however, as this E46 is all static, slammed on a set of Status Gruppe SRS coilovers which bring the arches to within a whisker of the tyres. In addition David has fitted a set of UUC anti-roll bars.
Now, the #BMW-330Ci is a brisk machine, powered as it is by BMW’s rather wonderful M54. But considering everything else going on with this project, it was never really going to cut it especially with David’s long- standing desire for an E46 M3. As good as the M54 is, the S54 is just a bit better – so that’s what you’ll now find in the engine bay. Once glance at that engine, however, will tell you that it’s most definitely not standard.
And that’s because just an engine swap wouldn’t have sufficed; David wanted to extract maximum power from that awesome straight-six. Up top, there’s a set of custom 2M Autowerks E46 velocity stacks handling the intake side of things, with an Alpha N tune by RK Tunes along with a set of Turner Motorsport pulleys. At the other end of the engine you’ll find set of 2M JSP custom stepped race exhaust manifolds which connect to a UUC TSE1 exhaust. David also fitted an Earl’s oil cooler and a Mishimoto high performance radiator, which has since been changed for a CSF race rad. It’s not just the engine that has been worked on; the engine bay too has been given plenty of attention to ensure that this E46 turns as many heads with the bonnet off as it does with it on. David carried out a wire tuck and then welded up any excess holes for a super-smooth look. Then he added a custom cabin air filter and brake covers, before finishing the engine bay off in cement grey, which delivers a striking contrast to the bold and bright Imola bodywork. The cement grey really was an inspired choice, and is not what you expect to see when the bonnet is up, or off, and it definitely makes you look twice. With the engine swap completed the E46 had the performance it deserved but, as the old adage goes, power is nothing without control, and so the stock front brakes were removed and replaced with a pair of substantial Porsche 996 calipers, though you’ll be hard pushed to spot them as they too have been painted in cement grey with just a red Brembo logo, making this possibly the most discreet BBK setup we’ve ever seen. The calipers themselves sit on Rally Road brackets and are mounted around ECS tuning two-piece CSL discs with braided hoses for good measure.
You might think that after all that, by the time he got to the interior David may have run out of steam, but you’d be dead wrong; he’s really gone to town in here. Step one: the seats. The stock items have been unceremoniously ejected and replaced with a pair of utterly gorgeous Recaro Speed items finished in black leather with red stitching.
They are joined by some choice Alcantara items which include a Colby handbrake gaiter and gear gaiter (both with M tricolour stitching), plus a Colby Alcantara steering wheel with matching stitching and a red centre stripe. The front doorcards and rear side panels are gorgeous CSL carbon fibre items, while the rear is dominated by an Autopower half-cage with harnesses and topped-off with a custom rear seat delete. The finishing touch is a splash of Oro paint on a few trim areas and the cage itself, which adds a unique touch of colour.
It’s impossible to dislike an E46, they’re such good cars. And this is arguably one of the best we’ve seen. David has clearly poured a vast amount of money and love into it and the end result is so complete. Well, other than the addition of a carbon roof, which David will fit in a few months. Once that’s on, this car will be completed for good – and it’s rare to be able to say that about any project. David has already started on his next build, an S85 V10-swapped E46 track car, as well as an E36 PTG-style track car, but don’t worry, this E46 isn’t going anywhere. All that’s left for David to do now is ‘werk’ it. Lucky chap!
TECHNICAL DATA FILE #2M-Autowerks / #BMW-E46 / #BMW-M3-E46 / #BMW-M3 / #BMW-M3-2M-Autowerks / #BMW-M3-2M-Autowerks-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #Aristo-Forged /
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 #S54-swap , #2M-Velocity stacks, #2M-JSP custom stepped race exhaust manifolds, #UUC-TSE1 exhaust, #Alpha-N tune by #RK-Tunes , wire tuck and excess holes welded, engine bay painted cement grey, custom cabin air filter and brake covers, Earl’s oil cooler and fittings, #Mishimoto high performance radiator (now CSF race radiator), #Turner-Motorsport underdrive pulleys, six-speed manual gearbox, #UUC short-shift kit
CHASSIS 9.5x18” (front) and 11.5x18” (rear) #Aristo-Forged-MJK three-piece wheels in custom matt #Oro-paint with #Motorsport-Hardware 70mm (front) and 90mm (rear) stud kit, 255/35 (front) and 295/30 (rear) Falken FK453 tyres, #Status-Gruppe-SRS coilovers, #UUC anti-roll bars, Porsche 996 brake callipers (front) painted cement grey with red #Brembo logo on #Rally-Road brackets, #ECS-Tuning two-piece #CSL discs, stainless brake hoses
EXTERIOR Full respray in Imola red, Hamann front lip blended onto SE front bumper, black kidney grilles, M3 bonnet, M3 front arches with side vents welded shut, M3 mirrors, M3 side skirts, custom all-metal wide-body rear, Hamann lip blended onto rear bumper
INTERIOR Recaro Speed front seats with custom leather and red stitching, Autopower half-cage painted in Oro with harness, CSL carbon fibre front and rear doorcards, Colby Alcantara steering wheel with and red centre stripe, Colby Alcantara handbrake and gear gaiters with M tricolour stitching, multi-touch- screen head unit, Oro painted trimStream item published successfully. Item will now be visible on your stream.
- Post is under moderationSIZE MATTERS
A period-styled early-’90s E30 is a very desirable thing these days. So what happens if you exaggerate all of the details just a little bit? Ernie Hofstetter is the man to ask… Words: Daniel Bevis. Photos: Anna Taylor.
/ #BMW-E30-M50-swapped / #BMW-E30-Cab / #M50-swapped
Exaggeration, despite what your teachers at school told you, is nothing to be ashamed of. Indeed, it can be helpful in getting ahead in life to artfully embellish and subtly big up the finer points of your character and achievements, to massage the salient facts into something more colourful. Doesn’t hurt anybody, does it?
Ernie Hofstetter is a man who appreciates the nuances of this sort of behaviour. We’re not saying he’s a show off, of course – not by any means. But he’s reached the stage in his life when he’s seen a few automotive scenes come and go, ebb and flow, and he’s been taking notes all the way through. And here, with this E30, we find his meisterwerk; the physical manifestation of his years of careful observation, made real in glorious style. He’s taken the archetypal retro #BMW convertible, made it look sort of like a spec’d-up period example, but cunningly exaggerated the details. Thanks to this carefully thoughtthrough approach, the car’s almost like a cartoon – it looks like it would have done rolling through his hometown of Howell, New Jersey back in 1991, but something’s different… it’s lower, broader, meaner, more aggressive. Those subtle small details have added up to a mighty whole.
“Back when I was 18, I thought these E30s were the coolest thing,” Ernie remembers. “When the time came around decades later that I wanted a fun car, that model immediately came to mind. Throughout the years my cars have always been modified – one of my favourites was my 2006 Lincoln Mark LT pick-up truck – but this a bit different. I’ve always been interested in BMWs, it’s a quality European driving machine, so it was the clear choice this time.”
Ernie happily admits that he didn’t have a distinct plan for the car when he first got hold of it, and was willing to let inspiration be his guide. The cabriolet was found for sale in Philadelphia, and was in reasonable condition – not amazing and certainly not up to Ernie’s high standard but, of course, it was never the intention to buy someone else’s project. He wanted to create something unique of his very own: “Let the modding begin,” he mischievously grins.
The first area that was primed for exaggeration was the big oily bit under the bonnet. While M20 motors have their merits, Ernie wanted to go harder, better, faster, stronger, and the way to achieve this was to swap the thing out for the rather mightier choice of the M50. Specifically, an #M50B25 : the 2.5-litre #straight-six that you’d normally find powering an E36 325i. “The M20 was boring and ugly,” he says, somewhat mercilessly, “and the M50 is much cleaner and sleeker. Any non-essential parts were removed from the engine bay, along with any unnecessary brackets and so on, to make it all look as clean as possible; the battery was relocated to the boot to help with this too. I uprated the cooling system with a Mishimoto radiator and a Spal fan, and the exhaust system consists of ceramic-coated exhaust manifolds with heat wrap, a Borla mid-section and a Vibrant muffler – all custom, of course!
The car also started off as an automatic, but we couldn’t have that so it’s been swapped to a manual Getrag 260 five-speed transmission, with a Z3 shifter and aluminium shift carrier.”
A pretty comprehensive transformation, you’ll surely agree, but Ernie was just getting started. Having substantially beefed up the muscularity of the old drop-top, neatly morphing it from cruiser to bruiser, it was time to address the question of altitude.
Now, Ernie’s seen a thing or two, as we said, so he’s observed the stance scene evolving from grass roots to comparative mainstream. However, while air-ride has been around since World War II, its presence at the forefront of custom car culture is a relatively recent thing; back when our man was a teenager, the way to get your ride hopping was to slam in some hydros. So is that what Ernie’s opted for here? Not quite… you see, that exaggeration factor has come into play again. “I’ve always had the need to go lower,” he explains (note that he uses the word ‘need’ – that’ll no doubt be familiar to a number of you. This isn’t just playing, it’s a lifestyle). “The only thing that could satisfy me with this project was air suspension. So now the car has a full Air Lift system, with 3P management, rolling sleeves up front and Slamit Industries bags in the rear with Bilstein shocks. I custom-painted the airtank in the trunk, which gives a good supply of air at all times!” Well, that’s good to hear.
The next logical step was to put some thought into the wheels. No good slamming the thing over a set of weedy stock steels, right? So Ernie bolted on some 17” rims from iForged… but then he quickly changed his mind. The period style of the early Nineties was calling, and he found himself drawn toward the timeless charms of the BBS RS, knocking the diameter down an inch but beefing up the girth to amusing degrees: these things are 7.5” wide at the front, 8.5” out back, and the way it sits is so aggressively juicy that it almost makes your eyes water. Imagine an automotive cartoonist in the early 1990s sketching up a BBS-shod E30, slamming it to the ground with improbable lows – that’s the look Ernie’s achieved in real life. Once again, it’s a masterstroke of considered exaggeration. “Whatever happened to the car, I wanted it to be as clean as possible,” he assures us.
“The small details count to me. So this car was a real labour of love! The bulk of it was actually built by Michael Hockman, who is a legend in the E30 community, and has now become a great friend of mine. But all the fine finishing work was done by me, with great pride, as well as some talented people: Levent from Guten Parts, Andrew from Open Road Tuning, Rich from County Line Auto Body, and of course my fantastic wife Michelle who has the patience of a saint!”
What’s clear as Ernie talks us through the detail points of the car is that this sits somewhere on the mid-point of the scale between evolution and revolution; some of the changes he’s made are pretty extreme, and yet the whole ethos of the thing is to consider a period build and artistically amp it up for a 21st century audience. Take the treatment of the interior: “I wanted the insides to be as stock as possible, but I still wanted the modern amenities,” he says. “So that meant an AV audio receiver, iPod interface, reversing camera, satellite radio, navigation – all of the things that make it more comfortable.” And that’s exactly what we find in there, all subtly and tastefully integrated into the old-skool vibe. It certainly helps that work like this is his bread-and-butter, being a salesman of stereo and security systems for cars as well as all manner of bolt-on performance gizmos, and this E30 ’vert is a solid manifestation of his skills as well as his aspirations.
“It took a good six months to get the car to a quality I was happy with,” Ernie explains. “But there’s always fine-tuning going on – they’re never really finished, are they?” Well, no, he’s hit the nail on the head there. We always find new things to fiddle with. And when you’ve been observing the scene for as long as Ernie has, your mind can’t help but be constantly swimming with fresh ideas and new things to try. So this E30 is bound to change in the near future – possibly unrecognisably – but in this cheery little snapshot of the here-and-now, it’s pretty much perfect. An early-Nineties style convertible, with all the details cleverly exaggerated to turn it into a thoroughly modern creation.
TECHNICAL DATA FILE #BMW-E30-M50 / #BMW-E30 / #BMW-325i-E30 / #BMW-325i-E30-M50 / #BMW-E30-Cabriolet / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Cabrio / #BMW-325i-Cabriolet / #BMW-325i-Cabriolet-E30 / #Getrag / #Viair / #BMW-E30-Air-Lift
ENGINE AND TRANSMISSION 2.5-litre straight-six #M50B25TU / #M50 / #BMW-M50 / #M50B25 from E36 325i, #Mishimoto radiator, Spal 16” fan, battery relocated to boot, #Raceskids skid plate, 318i harness cover, ceramic-coated headers with heat wrap, custom Y-pipe, #Borla mid-pipe and #Vibrant rear box with 2.5” piping, shaved and wire-tucked bay, #Getrag-260 five-speed conversion, custom transmission brace, Z3 shifter, aluminium shift carrier, 3.73 LSD
CHASSIS 7.5x16” (front) and 8.5x16” (rear) ET14 #BBS-RS / #BBS , 180 slant lip (front) and 247 slant lip (rear), with 195/45 (front) and 215/40 (rear) Yokohama S-Drive tyres, full #Air-Lift suspension system with front rolling sleeves and Slamit Industries rear bags, Autopilot 3P management, dual #Viair-444C compressors
EXTERIOR Smoked projector headlights with integrated indicators, 6k low- and 3k high-beam HID lights, Euro grilles, rear impact strip fitted to front bumper, smoked tails and corner lights, front and rear valances with Ryan G splitter
INTERIOR #M-Tech-II suede steering wheel, suede gaiters, chrome gauge rings with Alpina tach strip and painted needles, #ZHP illuminated gear knob, #BMW pedal set including foot rest, Alpine AV receiver with navigation and reversing camera, JL Audio speakers, subwoofer and amplifier
Gorgeous 16” #BBS RSs boast impressive width and have serious dish going on.
Air Lift 3P #Air-ride setup lets Ernie go as low as he wants to while custom boot build shows off both air components and upgraded audio elements, which include JL Audio speakers, subwoofer and amp.
“The small details count to me. So this car was a real labour of love!”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationMITSUBISHI MUSCLE 700BHP VARIS-KITTED EVO X
Eric McWilliams swapped his mustang muscle car for a slice of Japanese speed in the form of this 700bhp Varis-kitted Mitsubishi Evo X, and he’s never looked back…
Words: Dan Sherwood and Eric Mcwilliams. Pics: Viktor Benyi
American muscle fan swaps his Mustang for an Evo X and never looks back!
Looks can be deceptive. When you first clap eyes on Eric McWilliams’ evil-looking Mitsubishi Evo X, resplendent in its aggressive Varis wide arches, high-level carbon GT wing and the malevolent satin black deepdish ISS Forged split rims, you’d be forgiven for thinking that Eric was a dyed in the wool import fan, brought up on a strict diet of Paul Walker and Vin Diesel. But the fact is Eric only got into the Japanese scene in 2009; before that his automotive fantasies were much closer to home.
Now a resident of the glitzy town of Las Vegas, where he works as an engineer at one of the top casinos on the famous strip, Eric originally hails from a small town in the state of Iowa in America’s mid-west. A state known for its agriculture, Eric was more likely to swoon over a John Deere tractor than a tricked out Mitsubishi as he was growing up, and in fact his dream ride for the majority of his life was the good ol’ boys’ favourite: a V8 Mustang. Eric went on to eventually own the Pony car of his dreams and had big plans to give the mighty muscle car a steroid injection to turn it into a full-on drag machine. However, before he could complete his quarter mile queen, he cashed in his chips on his life in sleepy Iowa, to make a new one in America’s City of Sin.
‘Las Vegas opened my eyes to a whole new genre of cars,’ recalls Eric with a smile. ‘Before I moved there I was all about US muscle cars, but seeing tuned Japanese metal screaming around the sunscorched streets really sparked my passion for something a little more exotic from the Far East.’
And it was when things started to ramp up on his Mustang project that Eric got his first real taste of Japanese machinery, when he decided to take the ’Stang off the road and get a new ride for daily driver duties. The car in question was a 2008 Evo X.
‘Coming from the Mustang, the Evo was a revelation!’ Eric enthuses. ‘Even in standard spec it was so fast and cornered like nothing I’d ever felt before. It didn’t have that deep V8 rumble, but it was just on another level in just about every other area, and the more I learnt about them and what was possible, the more I was eager to start the tuning process.’
As the weeks and months passed, Eric’s love for his slice of Far Eastern fun was beginning to take over his life and the Mustang was steadily gathering dust as his passion for it diminished. Eventually, he decided it was time to move on and sold the shunned muscle car, leaving him free and unburdened to focus all his attention, and money, on the Mitsubishi.
‘At the time there was a whole host of companies producing parts for the Evo X and it was exciting planning the Evo’s evolution from mild to wild,’ Eric says with a grin. ‘In the end, rather than simply settling on one route to take the build, I decided to take on everything and make the ultimate, street driven, trackready, show ride capable of completing a 10 second quarter mile!’ Not too much to ask for then! Phew!
First up on Eric’s wish list was to sort the performance. As an avid fan of the legendary AMS brand, it was an easy decision to outfit the four-cylinder turbo motor with a host of the firm’s bolt-on bits.
Matched with bigger injectors and fuel pump, a drop-in turbo upgrade and a high-flow manifold, the car became more juiced for the track while still keeping its smooth daily drivability with a quick turbo spool and low-end torque. The final result was 467bhp at the wheels and a flat torque curve peaking at 350lb ft.
With the engine power suitably increased, Eric attended Motion Auto Show in Long Beach, with high hopes of some recognition from his fellow tuning fans for his hard work, unfortunately, and to his shock, the car didn't even get noticed!
‘After the disappointment of the show I knew I’d have to improve the Evo’s appearance if I was to get the attention that I craved,’ says Eric. ‘Luckily, it was around this time that Varis Japan had released a widebody kit for the Evo X, which was the perfect way to get the visual edge I needed.’
To source the stunning body addenda, Eric got straight on the blower to Ben Schaffer and the boys at Bulletproof Automotive in Los Angeles, California. As fate would have it, Bulletproof said they already had one of the rare kits winging its way from Japan to the US.
Result! As the third ever kit to grace US soil and the first to feature on a car on the West Coast, Eric was sure the new look would go down a storm, and when fitted and drenched in the bright Carolina Blue with blue pearl paint (which was actually a hue based on the colour of Eric’s favourite BMX bike that he had as a kid) he tested the kit’s attention grabbing merits at the 2012 SEMA Show in his adopted hometown of Las Vegas.
‘The kit extends each corner of the car by 35mm and I filled this extra girth with a set of wide satin black Enkei wheels with 265-section tyres,’ Eric recalls. ‘The car looked so much better and people where raving about it at the show. I knew straight away that I’d made the right choice.’
His build now had the looks to turn heads, but he had already got used to the power provided by the AMS bolt-ons, meaning the next stage of engine development was required.
‘After doing some research I decided to go down the route of a rebuilt engine, uprated turbo and drivetrain. In the end I went for a full 2.2-litre stroker build with 90mm CP pistons, Manley I-beam Turbo Tuff rods, ACL race bearings, ARP main studs and Golden Eagle sleeves,’ Eric says. ‘The build itself was carried out by Trevor at TrevTec Motorsports in Las Vegas and also incorporated extensive head work with Ferrea +1mm oversized valves, FIC 2150cc injectors, GSC S2 cams and Supertech dual valve springs and retainers.’
The turbo side of the equation was met by an AMS 900X turbo kit controlled by a Grimspeed three-port electronic boost controller. This was then complemented by an AMS front-mount intercooler and hard-piping, plus an AMS 3in cat-back exhaust system.
‘As anyone that has undergone a similar build could tell you, the process will test your patience and passion for the car and mine was no different,’ laughs Eric. ‘The motor build alone took over a year due to several complications, but it did give me more time to spend on other areas of the car, such as removing any and all unnecessary weight.’
Eric removed everything he could from the Evo’s innards, including scraping off the sticky tar-like sound deadening under the carpets. The car is now definitely a case of function over form when you pull open the driver’s door, with only a single Recaro Pro Hans racer seat with Takata four-point harnesses plus the top half of the dash and door cards left for comfort.
When the potent new motor was finally finished and installed, Eric wisely sought to increase the car’s safety with a custom rollcage.
‘The car was sent to Merrill Performance in Colorado who handled the custom fabrication of a six-point weld-in ’cage built to the class-specific Time Attack regulations,’ Eric explains. ‘It’s a pretty comprehensive piece of kit with X-brace door bars and pillar tubes that plunge through the Alcantara trimmed dash top and mount to the front footwells. Hopefully I’ll never have the need to test it out!’ With the engine work, and then the interior tweaks, taking up so much time where the car was off the road, Eric decided that it would be rude not to give the exterior a refresh to match the new interior and engine.
‘I liked the Carolina blue paint, but felt it needed more of a race look, so tasked Paul at Grafik Impact with designing a custom Time Attack livery for the car,’ Eric recalls.
Sticking with the blue and black theme, graphic guru Paul came up with the cool black strake design that whips up the car and incorporates a huge Varis logo – just in case you were wondering which kit was on the car.
‘I debuted the car’s new look at Import Face Off and took home the award for ‘Best Evo’,’ smiles Eric proudly. ‘It was a fantastic result, but the one thing that stood out to me was my old wheels. I really wanted a three-piece wheel so I could ditch the spacers I was running and get more dish.’
To remedy his lack of girth on the rim front, Eric contacted Brent at ISS Forged to have a set of custom wheels made. Once they were completed and shipped, Eric was only too keen to install them, unfortunately the stress of the spacers on the stock wheel studs had took its toll…
‘I was driving to a local meet on my new rims when a stud snapped off on the front passenger side and destroyed the face of the wheel. I had to send the wheel out to have a new face cut for it,’ he says with a roll of his eyes. However, with a car build such as Eric’s, there’s no such thing as downtime, so while he waited for the damaged rim to be repaired, it seemed like an opportunity to finish up some other areas of the car.
‘I sent the car off to Mad Kustomz to have Ahmad and James install an AMS carbonfibre roof, colour match the door jams, rollcage and a new Stoptech big brake kit that I had acquired for the car,’ he smiles. ‘They finished everything up just in time for the replacement rim.’
Now that the car was finally all back together – a full nine months after having the motor installed – Eric decided to see what his new engine could really do and committed to a full mapping session to take things closer to the limit.
Well known in the US for their tuning skills with Japanese cars, especially Evo Xs – English Racing built the world’s fastest and quickest Evo X – Lucas and Aaron from English Racing came down to Las Vegas to tune several Evos at the Dynojet research facility and Eric’s was one of the lucky rides on the list. The final numbers it put down on a conservative road/race tune was 640bhp and 476lb ft at the wheels @28psi. Impressive numbers, but what’s more impressive is how much more there is left in reserve.
‘Yeah, Lucas and Aaron said that there's plenty more in her, but after such a long time without the car I’m just looking forward to spending time behind the wheel and driving it as much as I can,’ Aaron explains. ‘Chasing numbers is all good, but it’s more than fast enough for me – for now at least – and I don’t want to risk more time with the car off the road to fix things if we push it much further.’
So for now, Eric is happy with his Evo, and even if the urge to push on gets too strong and he gives in to his speed and power cravings, it’s good to know that his desires are only a dyno mapping session away, meaning he may be down a Mustang, but his malevolent Mitsubishi has got more than enough muscle to compensate!
TECHICAL SPECIFIFCATIONS #Mitsubishi-Evo-X / #Mitsubishi-Evo / #Mitsubishi / #Mitsubishi-Lancer-Evo-X / #Mitsubishi-Lancer-X / #Mitsubishi-Lancer /
ENGINE: 2.2-litre, 4-cyl, 16v, #4B11 engine built by #TrevTec , #AMS-900X turbo kit, AMS front-mount intercooler and hardpiping, #AMS 3in cat-back exhaust, AMS fuel rail and fuel pressure regulator, AMS motor mounts, ACL race bearings, #ARP main studs, CP 90mm pistons, #Cosworth 90mm head gasket, Ferrea oversized valves, FIC 2150cc injectors, Golden Eagle sleeves, Grimspeed 3-port electronic boost controller, GSC S2 cams, Manley I-beam rods, Mishimoto radiator cap, gauge and hoses, #Mishimoto 10in slim fan, #Password JDM dress-up bolts and carbon-fibre ignition cover, #Supertech dual valve springs/retainers, TiAL QR blow-off valve, Merrill performance catch can, Walbro 450lph fuel pump
TRANSMISSION: 6-speed manual gearbox with Exedy triple-plate clutch, Jacks Transmissions ultimate final drive
SUSPENSION: #KW 2-way adjustable Clubsport coilovers, Agency Power rear lower control arms and anti-roll bar drop links, Cusco front and rear strut braces, Cobb front anti-roll bar, Whiteline rear anti-roll bar
BRAKES: Stoptech big brake kits front and rear
WHEELS & TYRES: 11.5x18in ISS Forged FM-10R Spec B 3-piece wheels with 295/35/18 BF Goodrich Rival tyres
EXTERIOR: Varis carbon-fibre wide-body kit, front splitter and dual hyper canards, AMS carbon-fibre roof, Aeromotion R2 static wing, Ralliart tail lights, Seibon carbonfibre bonnet and boot lid, Carolina blue pearl paint, custom Time Attack livery
INTERIOR: Agency Power short shifter, AMS shift knob, AMS small battery kit, custom black suede dash, arm rest and shift boot with blue stitching, custom carbon-fibre gauge cluster, Glowshift boost gauge, Innovate Motorsports LC-1 DB gauge, NRG black suede steering wheel, Recaro Pro Hans racer seat, Takata 4-point harnesses, Works Bell hub, 6-point weld-in rollcage
THANKS: Team Hybrid, Founder/President James Lin, LV Chapter Director Archie Concon, Scott Dean, Jesse Ramirez, Hybrid Hunnyz, BFGoodrich, Mishimoto, Meguiar’s, K&N, NRG, Sony, Seibon, Exedy, Bulletproof Automotive, Grafik Impact, Trevor from Trevtec, Pete Makowski and also my mom, dad, brother, family and friends for all their support!
‘A CUSTOM WELD-IN ROLLCAGE WAS INSTALLED TO MEET TIME ATTACK REGS’
The Carolina blue paint that covers the EVO is inspired by Eric’s favourite BMX bike that he had as a kid. the searing blue hue accentuates the lines of the awesome varis widebody kit, which is actually made of lightweight carbon-fibre. Combined with a varis vsdc carbon front splitter and varis carbon dual hyper canards the front end looks proper aggro! But that’s not all of the exotic black weave, as Eric’s Evo also has an AMS carbon roof and seibon vented carbon bonnet and boot lid! For a similar hardcore Japanese tuner-look for your Evo, check out www.indigo-gt.com. Based in tredegar, south wales. Indigo GT is a licenced varis dealer and has form for supplying these awesome aero kits to some of the hottest cars in the UK.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationROUGH DIAMOND
Purists may argue that the Mk3 GTI wasn’t exactly the Golf’s finest hour, but Kyle Wilinsky begs to differ. He’s a ‘never say never’ kinda guy… Words: Daniel Bevis. Photos: Jonathan DeHate.
The concept of the ‘difficult second album’ is something muchdocumented in the music press.
Bands that come in strong with their first long-players can find themselves mired in their own hype, their early work becoming an impossible act to follow – look at The Stone Roses’ Second Coming, The Strokes’ Room on Fire, or The Clash’s Give ’Em Enough Rope; following the success of such strong debuts, these LPs were always doomed to be sidelined. And it can be true of third albums too – a band may manage to hurdle Difficult Second Album Syndrome, only to come crashing headfirst into Questionable Third Album territory. Just ask Oasis about Be Here Now.
This is precisely where Volkswagen’s GTI sub-brand found itself in the early 1990s, with the advent of the Mk3 Golf and all of the peaks and troughs that car entailed. With the Mk1 GTI having woven itself firmly and celestially into the firmament of all-time greats, the Mk2 carrying on the good work with forthright decisiveness, and then ramping up the levels of excellence with casual aplomb in the sublime 16v evolution, the third-generation hot hatch came as something of a damp squib. 150bhp-odd was handy enough, but the thing suffered from a bit of middle-age spread, it was podgier and less agile. Perfectly okay for some, but not really good enough for others.
However, in the USA that fabled GTI badge could also be found glued next to one that read ‘VR6’ (rather than being separate entities like in Europe), and the addition of a couple of cylinders and a further 20bhp or so helped to liven things up a bit. And that’s where the story begins for the Golf we’re looking at today…
The story of its owner, Kyle Wilinsky, starts rather earlier: “My love for Volkswagens began when I was 15 years old,” the smiley Pennsylvanian explains. “I was introduced to the VWVortex forum, and that was that; when the time came to purchase my first vehicle, it had to be a #VW – in the end, it was a Mk2 Jetta.” You can see the seeds being sown here, can’t you?
An all-consuming online community, a fledgling first-hand introduction to the Golf platform, there was only one way this was destined to go. And it wasn’t long before those seeds grew up and bore fleshy Teutonic fruit. “After a couple more years and a couple more cars, a friend had this Mk3 Golf for sale; we came to a deal on the price and it was mine for $1800. It wasn’t in the best condition, quite neglected, but I only bought it as a cheap second car so I wasn’t too worried. I just gave it some basic maintenance and cleaned it up a bit.”
As you’ll have deduced from the photos (or if you’ve cheated and have already read the spec box), however, this wasn’t where the project stalled. As we hear so often from feature car owners, there was one sole spark of inspiration that crystallised into the kernel of an idea, and went on to dictate the ethos of the project from that date forth. In Kyle’s case, this spark showed itself during a joyride in a buddy’s car.
“I was offered a ride in a friend’s VR6 turbo, and from that moment I was completely hooked on the idea of fitting a turbo to my car,” he laughs. “I started ordering parts, and after a couple of months I had everything I needed to start the project. I guess I must mention that I had no real mechanical experience, and basically had to learn everything as I went, along with the help of some friends.” Kyle seems to be a man who enjoys a steep learning curve though, as it was only a matter of weeks before the newly force-induced motor was back together and offering an eye-watering 411bhp, which is certainly enough to quieten the Mk3 naysayers. “It was an absolute blast to drive,” he enthuses, as you might expect from someone who’s way more than doubled his car’s factory output using little more than a set of spanners and some well-placed advice. The sense of achievement must have been nearimmeasurable.
And naturally, with things going so well under the bonnet, Kyle’s eye began to turn to the rest of the car – after all, once you’ve started putting the effort in, you need to make it an object of personal pride, don’t you?
“The stock interior was pretty neglected, so I decided to pay it some attention,” he says. “I got it professionally detailed and the factory black really came to life; I was shocked at the result, and that’s when I started to gather parts for the exterior. I’d always loved the look of the Euro-spec GTI, so I knew that was the direction I was headed: I started purchasing everything I could get hold of for the full Euro makeover!”
Piece by piece the aesthetic transformation came together, with the ’98 GTI receiving bona fide texture-top bumpers, mouldings and arch flares, along with a shaved CL tailgate with its Euro-sized numberplate recess. Kyle hasn’t gone full OEM though; in fact, he’s cannonballed square-on into the choppy waters of obscure parts-hunting that define the builds of so many of you out there – when was the last time, for instance, that you saw a Henri Lloyd Yachting edition front lip? These appeared on an obscure Italian version of the Mk3 estate, and watercooled obsessives pay through the nose for them, if and when they can track them down.
“Eventually I started to get used to the power and decided to turn the boost up,” he recalls, slightly uneasily. “About 30 miles after I’d cranked it up to 22psi, the gearbox decided it wasn’t going to hold and shattered third gear! After doing some research I found that if I kept the power levels where they were, I was either going to deal with breaking and replacing gears regularly or I was going to have to build a stronger gearbox. I opted to park the car and save my money for some hardened straight-cut gears to ensure I would no longer have issues.”
By this point Kyle was around two years into ownership, and over the course of the next two years the car saw a number of changes to complement the evolving powertrain, with the Golf being reworked during the cold winter months to emerge from its chrysalis anew in the springtime – seats, wheels, they were changing all the time. “I’m never satisfied!” he laughs. “I’m always looking for fresh things to do with the car. I embarked upon a full engine bay shave and wire-tuck which, with the help of some friends, was a three-month marathon of grinding and welding… the bay and the motor are what I’m most proud of with this car, I spent countless hours and nights in the garage with friends and cheap beer to get the car ready.”
‘Ready’? Ah yes, Kyle had a target in mind to showcase the fruits of his labours – a Pennsylvania show entitled Cult Classic. With the date drawing ever nearer, our man was in the garage at all hours trying to get the thing tip-top, and his tireless endeavours paid off with gusto.
“I ended up winning ‘Best In Show’, out of around 500 cars,” he says, still flabbergasted. “Without a doubt it was the best feeling knowing that all my hard work was worth it and people were really enjoying the car.”
This was all going off in 2014, and the car has changed a fair bit since then. Well, as you might expect, really. People like Kyle aren’t prone to kicking their heels or watching the grass grow. Indeed, for this feature alone the car had to be reshot twice because Kyle kept changing things. “I really do have a problem,” he says, but it’s a pretty good problem to have.
“As I’m talking to you about it now, I’m only just realising that I’ve owned the car for seven years,” he continues, evidently slightly shellshocked by the telescoping effect of time’s relentless pendulum. “I can’t express how grateful I am for all the people that have helped me turn wrenches, given advice, or simply kept me company during this journey – it’s really what the car community is all about for me. The car has surpassed any of my expectations, and people really seem to love it and appreciate what I’ve built. The Golf has won multiple awards, was invited into Top Dawg class at H2Oi, and now this feature. Wow, what a feeling!” All of which serves to prove that you don’t need to be a scene darling or an Instagram celebrity to nail this VW lark. You can set out with an unloved example of a maligned model and, starting with a knowledge base and skillset close to zero, still manage to totally kill it on the showground time and time again.
The fact that this Golf is just as fast and agile as it is easy on the eye is solid testament to Kyle’s tenacity. He has put in the hours to make it work, and that’s what makes him a winner. He’s really got a taste for it now too… reckon the car’s looking the same today as it does here in print? No, of course it isn’t. Kyle’s always got plans. You’ll just have to keep an eye on the Mid-Atlantic water-cooled scene – this old-skool rough diamond is only going to keep getting sharper…
“The car has surpassed any of my expectations, and people really seem to love it and appreciate what I’ve built”
Dub Details / #VW-Golf-III / #VW-Golf-Mk3 / #VW-Golf-Mk-III / #Volkswagen-Golf-Mk3 / #Volkswagen-Golf-III / #Volkswagen / #Volkswagen-Golf-VR6-Mk3 / #Volkswagen-Golf-VR6-III / #Volkswagen / #VW-Golf-VR6-Mk-III / #VW-Golf-VR6 / #VW-Golf-VR6-Mk3 / #VW / #Volkswagen-Golf-VR6 / #Volkswagen-Golf / #Precision
ENGINE: Shaved and wire-tucked bay, 2.8-litre #VR6 , polished engine covers, #Megasquirt standalone ECU, #Precision-6262-T4 turbo, #ATP exhaust manifold, custom heat shield, #DEI turbo blanket, 3” stainless steel turbo-back exhaust, #Tial wastegate and blow-off valve, Precision 600 intercooler, custom intercooler piping, #Schimmel intake manifold, #Accufab 75mm throttle body with custom manifold adaptor, 034 fuel rail with 630cc injectors, #Walbro 255 fuel pump, #Aeromotive fuel pressure regulator, #Mishimoto aluminium radiator, dual slim fans, custom aluminium coolant lines and overflow tank, Eurosport oil cooler, relocated temp sensors, hidden coilpack, custom front crossmember with #Black-Forest motor mounts, O2A gearbox with #APTuning straight-cut gears, #Quaife differential, #ARP hardware, reinforced clutch fork, #SPEC Stage 3 clutch, Euro-spec lightened flywheel, CAE shifter, O2J shift tower and cables
CHASSIS: 8.5x17” (front) and 9x17” (rear) #CCW-D240 with brushed faces, polished lips, #ARP gold wheel bolts and goldplated lug nuts, Falken tyres, #Air-Lift suspension, #AccuAir-ELevel management, five gallon aluminium air tank, two #Viair-444C 444cc / #Viair compressors, #H&R 25mm front anti-roll bar, Eurosport rear strut brace, Audi TT 312mm front brakes with cross-drilled discs
EXTERIOR: Euro texture-top bumpers, shaved Euro CL tailgate, Euro textured mouldings and arch flares, shaved windscreen squirters, custom shortened mirrors, badgeless grill, Henri Lloyd Yachting front lip, Kamei air ducts, smoked indicators, Hella tail-lights, E-code headlights, #Bonrath mono wiper
INTERIOR: Recaro Sportster CS with suede inserts, suede wrapped A, B, and C pillars, suede headlining, custom rear seat delete with leather-wrapped air tank, Wiechers roll-cage, AEM digital boost controller, AEM air/fuel gauge, AEM oil PSI gauge, GReddy turbo timer, NRG quick release hub, Momo steering wheel, Alpine head unit, Pioneer speakers, JL Audio stealthbox with 10” JL audio subwoofer, JL audio amp
SHOUT: Thanks to my fiancée Lisa for always understanding and supporting my hobby. Borek, Adam, Jacob, Thompson, Jarad, Steve, Bergey, Rick at DEFIV, Jason at 4everkustoms, Andrew at Open Road Tuning, DeHate for the pics, and everyone else who has helped along the wayStream item published successfully. Item will now be visible on your stream.
- Post is under moderationPURPLE HEARTS
Built to commemorate its owner’s late father, this Daytona E36 Cab is a poignant purple project. Kevin Love’s dear departed father used to rock a boisterous purple muscle car. So what better way to celebrate his memory than with a fresh new build in the same vein? Words: Daniel Bevis. Photos: Kevin Love.
From 1969 to 1973, American muscle car enthusiasts were treated to a stimulating palette of glistening new colours in the Dodge, Chrysler and Plymouth model ranges. These new HIP shades (standing for High Impact Paint) came to aggressively assault the retinas of passers-by with a lurid and shocking take on the generally considered conventions of the car hue genre.
And the best thing about all of this corporate playfulness was the names that were chosen for these paints: Top Banana, Go Mango, Sub-Lime, Panther Pink, Citron-Yella, and of course Plum Crazy. These were extrovert cars, they deserved extrovert colours.
“My father had a 1968 Dodge Charger in Plum Crazy,” recalls Kevin Love, as he casts a fond eye over his own purple toy. “It was his Purple Haze, and when he passed away I wanted to create my own personal tribute to him, my own Purple Haze.” And that’s just what you see here – a #1995 E36 M3 in Daytona Violet. Sure, its origins lie on the other side of the Atlantic to his father’s old car, but the ethos of the project is the same: a beautiful, aggressive, eye-catching machine with far more horsepower than necessary and race track DNA clearly on display.
“Following the success of my M3 convertible, I was ready to hit the ground running with another unique build,” Kevin continues. “That was my first BMW project and it was ten years in the making, culminating in a feature in DRIVE-MY in August 2014.” He’d set the bar high then, having already appeared in these hallowed pages. So, how might one ensure that lightning strikes twice? Presumably by getting things off on the right foot and starting with a solid, decent project base, yes?
“Er, no!” he laughs. “When I bought this car it was in rough shape. I had two choices at that point – either I make it a track rat and just gut it, or turn it into another beauty queen. I did a little research and found the M-Cross interior, and that was the moment I knew which direction I wanted to go with the build. I am an OEM fanatic and I strive to find the rare parts to make the car that little bit more noteworthy.” He’s not kidding – seasoned DRIVE-MY readers may recall how Kevin transformed his convertible 318i auto into an M3-powered show-stopper with an Anthrazit Rain interior and all manner of rare original-equipment bits. If it’s obscure and Bavarian, Kevin will find it.
“I’d created the Colorado BMW Groupë on Facebook, and a fellow member had listed this car for sale,” he recalls. “I liked the car but I wasn’t in the position to pull the trigger at that time. A few months later it was listed once again; the more I thought about it, the more I wanted it. The colour is what truly sold me – we arranged to meet up, and when I saw the colour in person I was convinced. And I didn’t waste any time in tearing into the thing either… pretty much as soon as I got it home I went through the car on all the maintenance, refreshing all the suspension components, and I detailed it inside and out. Then I started replacing weather-stripping and seals; I knew exactly what I needed to do right away to make this car have a great starting point to build from.”
The thing with talking to Kevin about his #BMW love affair is that it’s like flicking the switch on a Duracell bunny, you just set him going and he’s off for hours, absorbed in his own passion. It’s endearing – this is a guy who just can’t restrain himself from spending countless hours online, on the phone, in lock-ups and breaker’s yards, and on social media hunting down rare parts, garnering and giving advice, just living the BMW dream. It swims in his blood. Passion that his beloved Charger-toting father, Rodney, would surely be hugely proud of.
“I wanted to challenge myself, I never wanted to look back and be known from my previous build and fall short,” Kevin asserts. “Most of all, this car is my own build and not built for others’ approval. I consider myself an OEM fanatic, but I also appreciate the stance movement, and at the end of the day this is just my perfect M3.
“The first big modification was the Air Lift V2 suspension,” he continues. “I wanted reliability, and not to have to plan my route around town in advance.” Wise sentiment indeed, and something we hear time and time again from owners who’ve made the switch to air-ride – there will always be people hating on the format, but it really can be an all-things-to-all-men solution.
Kevin’s next big decision, having got those arches markedly closer to the ground, was to figure out what to fill them with. “I got in contact with a vendor in Germany selling Carline CM6 wheels – easily my favourite wheel style that I always dreamed of owning,” he enthuses. “With that life goal ticked off, and the wheels’ hardware swapped for 24-carat gold items for good measure, I then fitted my very rare and obscure Dove Alcantara M-Cross interior. In fact, throughout the build I sourced every Motorsport item I could, ending with the strut brace.”
It’s been, as we’ve come to expect from Kevin, an exhaustive exercise in partshunting, touching on such desirable treats as the red Motorsport seat belts, the door handles and, most noticeably from outside, that outrageous GT2 Class II boot spoiler. “I wanted to keep the car as clean and classy as I could make it,” he assures us. “I wanted everything to be as OEM as possible. That Class II spoiler is my favourite and most noticeable exterior modification, and I’ve added lots of little touches to make it my own – for example the headlight retrofit and M-colour pinstriping. I don’t want them to be immediately obvious, more that they’ll be picked up on by people who know what they’re looking for. This is how I feel BMW should have released the M3 from factory!”
Of course, a healthy outlook toward increased thrust is key to a build such as this, not least because we’re talking about an M3, but also in the interest of authentically continuing the Love family line of Purple Haze tuning. Under the bonnet you’ll find the #S50B30 US, based on the M50 with that engine’s less complex head design and twostage Vanos, and lower compression than its European counterpart plus a normal throttle body rather than ITBs, making 240hp.
However, improvements can be made to get the engine feeling a little healthier. The brawny six now enjoys an M50 manifold with an AFE intake, and Kevin’s a sucker for a Rogue Engineering exhaust – possibly, we speculate, because the back box looks a bit suggestive when viewed from behind – so you’ll find one of those under there too. It’s all been electronically tickled by RK-Tunes, with the package finished off neatly by a 3.38 LSD at the rear. Show and go in one brightly coloured and slightly frightening package – much like a ’68 Charger, really. A little more technologically advanced, perhaps, but certainly on the same page.
It’s easy to be blasé about a car such as this, and maybe assume that it’s a chequebook build, particularly coming hot on the heels of another equally detailed project, but it’s important to bear in mind the sheer effort that Kevin’s put into this. His BMW obsession is an all-consuming force in his life; the engine work, for example, was all carried at by Kevin in his garage, along with his buddy Brandon, and he wears the results as a deserved badge of honour. And his focus on the aesthetics is well on par with his mechanical nous.
His description of the interior work is modest, but implies so many hours of work: “The interior was in real bad shape to begin with – typical 20-year-old wear and tear. Dove seats just never look clean, and it had the usual saggy headliner and wilting doorcards. I stripped the whole interior down in order to swap over to Grau Alcantara M-Cross cloth. I also added in the Euro three-spoke wheel wrapped in new Alcantara, along with the shift and e-brake boots matched with M-stitching. It’s finished off nicely with Motorsport door seals, seat belts and OEM carbon-fibre trim pieces.” That he makes it sound like all in a day’s work tells you more about his modesty than anything else.
“I have found parts for this car from all over the world,” he continues. “Luckily the interior was purchased from a seller in California, so shipping wasn’t as dramatic. The wheels came from Germany as well as a lot of the Motorsport items; I started with a clear idea of what I wanted to do with the build, and the only thing that really slowed me down was sourcing all the parts I wanted on the car. I made lots of contacts though, and was fortunate enough to have smooth transactions. And there are so many things I love about my car now – the body lines just work so well together, and I focused a lot on the interior as that’s where I spend most of the time. It has a calming, yet sporty feel. The reliability of the air-ride really makes a big difference too; I can go for my stance for daily driving, then turn the car into a weekend track warrior, beefing up the suspension with a push of a button!”
Kevin has much to be proud of here. The fruits of his labours shout loudly about a man who knows whereof he speaks. There’s an inherent conflict of approach in that, on the one hand, he’s eager for it to have all of the correct parts and look just-so, and on the other hand that he doesn’t do shows and would rather just be out driving the thing… but it’s safe to say that he’s balancing the whims of the two demons effectively. While he describes his kinship with the car as being ‘a love-hate relationship’, he’s fooling no-one. This car is all about love. It’s baked right into it, a Love family tradition. And you can be sure that Kevin’s old man would be proud to see his Purple Haze legacy living on in such fine, muscular style.
Carline CM6 wheels look stunning; DJ Auto headlights with projector retrofit are one of the many smart, subtle additions on this car.
“I can go for my stance for daily driving, then turn the car into a weekend track warrior, beefing up the suspension with a push of a button!”
US-spec S50 has been treated to an M50 manifold and tuned by RK Tunes.
DATA FILE #BMW E36 M3 / #BMW-E36 / #BMW-M3-E36 / #BMW-M3
ENGINE AND TRANSMISSION 3.0-litre straight-six #S50B30 / #S50 / #BMW-S50 / US tuned by #RKTunes , #Rogue-Engineering DMS exhaust, UUC poly engine mounts, #Mishimoto radiator with electric fan, M50 manifold, #AFE 2 intake, #ZF fivespeed gearbox, #UUC poly transmission mounts, #Autosolutions Ultra Short Shift Kit, 3.38 LSD
CHASSIS 9x17” ET14 (front) and 10x17” ET20 (rear) polished Carline-CM6 wheels with gold hardware with 205/45 (front) and 215/45 (rear) tyres, #Neo-Chrome lugnuts, #Air-Lift-V2 / #Air-Lift digital air-ride, #BMW-Motorsport strut brace, ECS-Geomet cross-drilled and grooved discs, PBR-Axxis-Ultimate brake pads
EXTERIOR Daytona Violet, M Power-coloured pinstriping, #DJ-Auto headlights with FX-R 3.0 projector retrofit, Lux bumper grille, foglight covers, BMW Motorsport door handles, shaved filler cap lid, GT2 (Class II) spoiler with risers, LTW spoiler tray, carbon fibre side skirt splitters, modified GT rear splitters
INTERIOR Alcantara Grau M-Cross seats and panels, OEM carbon fibre centre console and glovebox trim, Motorsport International door sills, #BMW-Motorsport red seatbelts, Alcantara-wrapped Euro three-spoke steering wheel with Tri stitching, Alcantara gear and handbrake gaiters with Tri stitching, Alcantara armrest, E39 autodimming rear view mirror, #ZHP gear knob, #BSW speakers with subwoofer
THANKS Big thanks to my beautiful wife Cori, for supporting me through my builds, and my great buddies Brandon and James for helping me with all the maintenance and retrofits. I call this build my Purple Haze – a tribute to my dad and his Plum Crazy purple 1968 Charger.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationAPEX PREDATOR 535whp turbo E24 sleeper with an appetite for speed… #BMW-635CSi / #BMW-635CSi-E24 / #BMW-635CSi-Turbo-E24 / #BMW-635CSi-Turbo / #BMW-E24-Turbo / #BMW-E24
It’s impossible to resist the charms of the E24 and with 535whp from its turbocharged M30, this unassuming, power-hungry 635CSi is the ultimate sleeper. The great white shark has no natural predators and with 535whp this turbocharged land shark doesn’t have any either. Words: Elizabeth de Latour. Photos: Deniss Podnebess.
I hate the E24. I hate it because I really want one, so very badly, but I can’t afford the best examples and fear of rust and potentially eye-watering repair costs puts me off the cheaper ones that I might be able to afford. So I remain in a 6 Series-less limbo and writing about ones like this makes me sad. But not for long because they’re awesome, and this one especially so…
This E24 belongs to serial modifier and 6 Series junkie, Maxim Rakut. This Latvian resident has already graced these pages before, back in our October 2014 issue with his M62-swapped E24 but now he’s back with something a little spicier. But first, in case you didn’t read about his V8-powered Six, a little background. Maxim is the owner of IXT Workshop, which specialises in repairing and modifying BMWs. Cars, BMWs in particular, have been a huge part of his life for a very long time. “I’ve been into cars since school,” he says, “and when I finished school I opened my own garage. I’ve loved BMWs since I was 16; BMWs are made for driving, not for just moving from point A to point B. They are everything I expect of car – fast, reliable and beautiful. My first car was an E30 323i, which I bought because it was accident damaged and the price was cheap, which was important for me as I was a student at the time. Since then I’ve had some E28s, E21s and some more E30s before the E24s.
“I saw this car for sale in Germany, an unfinished restoration project. It had done 173,000km (just over 107,500 miles). It had only had two previous owners and the body and interior were in pretty much perfect condition. I bought the car for €2200 and I’ve spent over €15,000 on modifications. One of the first things we did was have it resprayed – it was originally red before being repainted in Germany in BMW Dunkelblau (Dark blue) but the paint wasn’t in perfect condition when I bought the car so I had it redone in the same colour. I decided to do a turbo project because the car was a good base but didn’t have enough power and the handling wasn’t perfect, even though it’s a CSi.”
The M30B35 is a great place to start a turbo project from, being very well-suited to forced induction and Maxim has put a lot of work into the engine to make sure that it is up to the task. “It took me a week to build the engine,” he says, “and my goal was 500whp with 480lb ft of torque, but we got a bit more in the end.” The engine might not look all that special – there’s no overly clean bay or mirror polishing – but all the work has gone into the inside. The head has been polished, pistons from the turbo M106 have been fitted and there are additional nozzles for cooling them with oil, while 660cc Bosch injectors fed by a 300lph Bosch 044 pump chuck plenty of fuel in. The turbo itself is a Garrett GT45 which sits on a custom equal length twin-scroll exhaust manifold. “It was very hard to make the exhaust manifold an equal length. Trying to fit a twin-scroll manifold with two wastegates and a huge turbo in the limited space of an E24 engine bay was not easy,” says Maxim. “The turbo is able to push out 800hp. At the moment it is making 535whp and 590lb ft of torque but it’s good as it is and I don’t want to destroy the engine with too much boost.”
Additional modifications include an oil filter housing and oil cooler from an E34 M5, M52 coils, a Spal cooling fan, an E36 M3 Mishimoto rad (that replaced a completely custom item which was made from the wrong material and kept overheating), and an Emusa intercooler with custom pipework.
Maxim mentioned the handling of the 635 not being up to scratch and sorting this actually proved to be quite tricky. “Finding a good suspension setup was hard,” he says, “as there’s no aftermarket solution for coilovers so I had to combine and experiment with different stiffnesses and heights and make my own custom coilovers using H&R springs, Bilstein B8 dampers and XYZ uniball top mounts.”
The ride height has been reduced nicely and the arches sit down nice and snug over the 18” Rial Daytona Race wheels. The Daytona is a wheel that maybe doesn’t get as much love as it deserves. Here at PBMW, as you may expect, we’re addicted to searching for wheels on eBay and Daytonas keep popping up. We’ve spend far longer than is healthy looking at them. We even came across someone on a forum accusing them of being BBS reps… some people!
The Daytona Race may have that traditional cross-spoke design but this is a seriously sexy two-piece wheel that looks good on just about any BMW it’s fitted to, including the E24. “I had these ones in my warehouse,” Maxim tells us, “and I decided to make some custom lips so they would fit the E24 arches perfectly. I’m pretty happy with the outcome, they’ve made this classic car look really fresh now.” We think they look fantastic on the 635 and the custom lips have taken them from 8” all-round to 9.25” at the front and 9.75” at the rear.
The E24 is one of those cars that looks right and really doesn’t need anything much on the styling front, and Maxim has sensibly not messed with perfection. The #BMW Dark blue really suits that slick sharkshape and it’s actually closer to something like Macau or Carbon black than a simple dark blue hue. “I didn’t consider any other body colour,” says Maxim. “This one is perfect. I love how it changes colour in different light – when it’s dark it’s almost black, when the sun is shining it’s blue and sometimes it’s even a bit green.” Up front there are Hella smoked headlights and at the back what appear to be smoked light clusters are actually custom units made from dark plastic. Inside, things have been left pretty much standard, too, with cloth Sport seats and the original steering wheel.
The only additions are a bank of four retrolooking gauges that keep Maxim informed of water temperature, oil pressure and boost along with a digital AFR gauge. “I like it stock and clean but had to add extra gauges to monitor the modified engine,” says Maxim.
After nine months of hard graft, the 635 was ready and rather than parking it up at shows, he set about actually driving it.
“It was my summer car last year and I had so much fun with it!” he laughs. “The engine is my favourite part of the whole car – when it gets to full boost, 1.6bar in third gear, the car is unstoppable. It’s fun when you are street-racing against a fast motorbike and it can’t catch you. You can’t compare the feeling of driving my 635 with newer cars. Without electronics you feel everything like you are at the centre of everything. It’s different and I love it.”
Unfortunately, as with so many projects, this one is up for sale as Maxim is ready to move onto his next one. “New season, new car. Works for me,” he says. “This summer I will build an E46 335Ci with a twin-turbo N54.” It sounds like it’ll be a spectacular machine but not quite as spectacular or as cool as this. For us, this turbo’d 6 Series is on the next level, the greatest of all sharks.
ENGINE & TRANSMISSION: 3.5-litre straight-six #M30B35 / #BMW-M30 / #BMW-M30-Turbo , polished head mounted on pyramid ring gasket, #ARP bolts, #M106 / #BMW-M106 pistons, extra nozzles for cooling of pistons with oil, E34 M5 oil filter housing and oil radiator, equal length twin-scroll exhaust manifold, 2x35mm wastegates, #Garrett-GT45 turbocharger, #VEMS engine management, #Bosch 660cc injectors, Bosch 044 300lph fuel pump, two #AEM wideband lambdas, M52 coils, Spal cooling fan, #Mishimoto E36 M3 radiator with modified right tank, #Emusa intercooler with custom pipework, blow-off valve behind left foglight, 80mm downpipe, 76mm centre exhaust section, standard rear silencer. Five-speed manual gearbox, #Clutch-Masters Stage 3 clutch, lightened E34 M5 flywheel, 3.15 E46 M3 LSD. 535rwhp and 590lb ft at the rear wheels.
CHASSIS: 9.25x18” (front) and 9.75x18” (rear) two-piece Rial Daytona Race wheels with custom lips and. 225/40 (front) and 255/35 (rear) tyres. Custom coilovers made by #IXT Workshop, using #H&R springs, #Bilstein-B8 shocks and XYZ uniball top mounts, fully polybushed with #Powerflex bushes throughout, E34 535i brakes (front), stock brakes (rear).
EXTERIOR: Full respray in #BMW-Dark-blue-metallic , #Hella smoked headlights, custom dark rear light clusters.
INTERIOR: Four-gauge cluster in centre console, #Innovate-Motorsports digital #AFR gauge, Sony head unit.
It’s fun when you are street-racing against a fast motorbike and it can’t catch youStream item published successfully. Item will now be visible on your stream.
- Post is under moderationIRON PATRIOT
The seriously gorgeous Henna red, S50-swapped finale to CAtuned’s tri-colour E30 triumvirate. The CAtuned E30s are among the best in the world; here’s the final of the set, the #S50-swapped Henna red example, which completes the patriotic red, white and blue trio. Words: Ben Koflach / Photos: Courtney Cutchen
It’s amazing how some cars can just fall by the wayside. Sure, we can all fall on hard times and cars can be an easy thing to push to one side but sometimes this abandonment becomes sacrilege. Luckily, though, one man’s nuisance E30 is another man’s perfect base for a project. US tuning house, CAtuned, demonstrated this perfectly with this Henna-coloured car as it turned this classic 3 Series from a wreck into a car to be proud of.
When we say ‘wreck’, we mean it. This #1990 325i, which was originally #Calypso red, came into CAtuned’s ownership with a snapped timing belt, an interior that was as good as gone, damaged bodywork and smashed lights. To many, it was destined for the scrapheap. Fortunately, CAtuned front man, Igor Polishchuck, thought differently… “It was bought four years ago at a donation auction,” explained Igor. “I think I overpaid at the time, purchasing it for $1200 but I wanted to get something bad to show what we can do. It needed everything: the engine was toast, the interior was a goner, and the paint was unrecognisable.” After being rolled into the CAtuned workshop, though, it would never look the same again.
“I chose the Henna red colour because I always liked it and since BMW never made a late model E30 in that colour I figured, why not?” Igor explained. Of course, before it was packed off to the bodyshop, Igor and his team had a few of their own touches to add. The E30 was stripped to its core, and the body was restored, along with a few tweaks. The damaged parts were stripped or repaired and a central windscreen wiper mount was welded in.
While the E30, now no more than a rolling shell, was away at the bodyshop, CAtuned purchased a crashed 1995 E36 M3 in order to utilise its S50B30 heart in the E30. The 240hp US-spec lump was completely rebuilt with all new bearings, seals and gaskets, as well as an E34 sump to make it ready for the transplant. Reliable horsepower is hard to argue with, and this E30 was built with speed in mind.
Once the shell, now fully painted in the beautiful PPG Henna red hue you see here, was back at CAtuned, the rebuild began. The glass was refitted with all new seals and surrounds, and the team also had Euro bumpers and trims prepared for the car to get rid of the US-spec ‘diving board’ pedestrian safety items. CAtuned’s own splitter was bolted to the bottom of an iS front lip; no stone was left unturned. The original suspension was used to roll the car in and out of the bodyshop but beyond that its life was over. It was binned, with CAtuned coilovers fitted in its place. Igor worked for a number of years specifically designing and testing CAtuned’s suspension systems, and the guys have got it nailed. On this car you’ll find full coilovers all-round with separately adjustable ride height and pre-load, along with 32-stage adjustable monotube dampers. They’re perfect for on-road comfort and performance.
While they were at it every bush was replaced with polyurethane items, with a #Z3 rack and Eibach anti-roll bars to boot. Everything was bolted back under the car along with new wheel bearings fitted, leaving just the brakes to do. For these, Igor used new OE rear calipers with ceramic pads and grooved discs. All new brake lines were run from front to rear, with the aging rubber flexi-hoses replaced by CAtuned stainless steel braided items front and rear, as well as the clutch hose. Upgrading the braking at the front end – to match the planned horsepower – was done with a CAtuned Stage 2 big brake kit. It’s yet another product that Igor and his team have formulated over the years of building E30s and other classic BMWs; it comprises 285mm grooved discs and beefy four-piston Wilwood calipers.
The final addition to the chassis setup was, of course, the wheels. Igor had nothing but the best in mind, sourcing a set of BBS’s timeless RSs for the E30. These were finished with white centres and polished dishes, measuring 8.5x16” ET6 up front and 9.5x16” ET6 at the rear, fitted with nicely stretched BF Goodrich rubber – perfect for tucking up into those arches. As a finishing touch, Igor used Motorsport Hardware wheel studs to mount the wheels – what better way to promote your trade partners, after all?
With the chassis work done and the exterior well on the way, the CAtuned crew began work on getting that freshly rebuilt S50 mounted up. It was treated to a Fidanza lightweight flywheel and a new OE clutch before being reunited with its partnering #ZF five-speed gearbox and bolted into the little E30 using polyurethane swap mounts. The final step, ensuring that the S50 power could get down to the ground effectively, was a 3.25 final drive LSD, modified to have an aggressive 60% lock.
Of course, getting the engine bolted in was only half the story – there was a little more work to do before it would run. The front half of the exhaust system was left factory, with the rear half swapped for a custom stainless steel system with a Magnaflow muffler to keep things civilised. Next up: cooling. As a distributor for Mishimoto’s range of alloy cooling products, it was only natural that a Mishimoto radiator ended up in the car, plumbed-in with Rogue Engineering silicone hoses.
The occupants can be kept cool, too, which is vital in the California heat; the CAtuned guys retained the S50’s air conditioning pump and made custom lines to get it plumbed-in and fully functional. A Walbro 225lph fuel pump feeds the S50 with juice through all-new fuel lines, while the CAtuned guys got everything neatly wired in. Until recently the S50 was supercharged, using a VF Engineering system to deliver a hefty 350hp hit.
However, this has been removed for the time being and even a normally aspirated S50 in a lightweight E30 is still pretty potent. There was talk of going turbo with the car but for now a Castro intake does a fine job of getting fresh air into the lump. Igor estimates that it’s making about 250hp. With the running gear sorted, CAtuned just needed to finish the interior in order to complete the project. Fortunately CAtuned is an expert in doing interiors. A full black leather rear half was sourced, with Monaco reclining front buckets and red BMW Motorsport seat belts. A suede-rimmed M Tech 2 steering wheel, custom Bavarian Restorations dash cluster and genuine BMW floormats finish it off nicely.
The sound system was given a boost, too. The entire interior has been treated to Fat Mat sound insulation, with a German Car Audio boot box housing an Infinity amp and sub, all custom wired in.
CAtuned’s third and final E30 demonstrates a different take on the classic 3 Series to the ‘Miss blue’ and Alpine white M Tech 1 cars that you’ll have seen previously in the magazine. An updated powerplant and a thorough chassis upgrade give it some serious performance yet it retains all the classic cool of the late model E30 that it started out life as. This E30 hasn’t just been rescued from the scrapheap – it’s been completely reborn as an entirely new creation.
Three-piece RSs have been finished with polished lips and white centres; Motorsport door handles add the finishing touch.
DATA FILE #1990 #BMW-325i-E30 / #BMW-325i / #BMW-325i-CAtuned-E30 / #BMW-E30-CAtuned / #BMW-E30
ENGINE & TRANSMISSION: 3.0-litre straight-six #S50B30 / #S50 (fully rebuilt), #Castro-Motorsport intake, original #BMW exhaust manifold and catalytic converters, custom rear exhaust system with #Magnaflow muffler, #Walbro 255lph fuel pump, #Mishimoto alloy radiator with #Rogue-Engineering coolant hoses, #Spal electric fan, custom A/C lines, #Fidanza lightweight flywheel, polyurethane engine mounts, five-speed manual gearbox, #UUC short shifter and dual-shear selector rod, polyurethane transmission mounts, 3.25 final drive ratio LSD with 60% lock.
CHASSIS: 8.5x16” (front) and 9.5x16” (rear) #BBS-RS three-piece splits with 205/45 (front) and 225/45 (rear) #BF-Goodrich tyres, #Motorsport-Hardware wheel studs and nuts, Z3 steering rack, #CAtuned Motorsport steering coupling, CAtuned full coilover conversion, #Eibach antiroll bars, reinforced trailing arms, CAtuned front big brake kit (consisting of #Wilwood calipers and 285mm slotted discs), slotted rear discs, ceramic rear pads, all new brake lines and CAtuned braided hoses.
EXTERIOR: Fully restored and repainted in #PPG-Henna red (originally Calypso red), Euro bumper conversion, single wiper conversion, iS front lip and sideskirts, CAtuned splitter, glass sunroof, all new locks, yellowed Euro ‘smiley’ headlights.
INTERIOR: Suede headlining, M Tech 2 steering wheel, Husco armrest, E46 ZHP gear knob, #BMW-Motorsport red seatbelts, custom stereo panel, German Car Audio rear sub box and amp box with all independent wiring, Fat Mat sound insulation throughout, #Bavarian-Restorations dash cluster, fully functional air conditioning.
Interior has been treated to suede headlining, an M Tech 2 steering wheel and a pair of Monaco reclining front bucket seats.
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- Post is under moderation#BMW E30 – hot-road heaven. With a schooling in the Veedub scene Garry Ames has now graduated to modifying BMWs with this ultra-cool V8 E30. This is Bavarian hot rodding at its finest. Words: Ben Koflach. Photos: Steve Hall.
There is simply no denying that the #E30 3-Series is the most iconic generation of them all. Sure the #E21 was the original, and generations since have perhaps proved to offer greater refinement and practicality, but the E30 remains at the top. Therefore when Garry Ames wanted to move over from old-skool VWs into something Bavarian, he had only one thing in mind: an E30 hot rod.
“I actually had a Mk1 Golf in my garage but didn’t want to use it as a daily,” explained Garry. “So I found this E30 locally for £500. It was a 325i auto and in a bit of a state.” However, it was a working classic and Garry soon bonded with the four-door. It was when the cambelt snapped that things really started moving up a notch.
“I knew Robin from down at the local BMX ramp and used to see him around in his many cars,” Garry laughed, referring to Robin Welsh of Southampton’s RAW Motorsport. “All these years later I heard that he was building E30 race cars, so I popped in with mine. We rebuilt it with a 325i Sport engine and manual gearbox, but after I drove Rob’s E34 540i race car I knew that the M20 just wasn’t enough.”
It was then that Garry decided he needed V8 noise and power, and that the engine swap wouldn’t be any old conversion. Robin was charged with weaving that RAW Motorsport magic and set about creating a really show-worthy engine bay to get a 4.0-litre M60 V8 nestled into.
“I liked what the guys in the VW scene were doing with their clean engine bays and wanted to do it before it got too popular in the BMW scene,” Garry smiled. With the front end of the E30 dismantled, Rob relocated the brake servo and master cylinder to the passenger-side of the dashboard, along with all of the brake lines, and the fuse box was moved to the glovebox, too. Then every bracket was removed, all of the seam sealer was ground off and all of the holes were plated over and welded up.
“Jack Gabriel at BodyTone then smoothed and painted the bay, and also colour-coded the bumpers and painted a new bootlid for me, as the old one was a spoiler version. He also welded up the exhaust recess on the rear valance while it was there,” Garry explained.
From the paintshop, it was back to RAW Motorsport so that the godly engine swap could take place. Rob is no stranger to M60 E30 builds and is known for his neat installations but Garry’s requests were on a whole new level. Sacrifices were going to have to be made – the power steering for starters, and the ABS went long before the repaint, too. The wiring had to be completely redone, too, as it now had to go from the glovebox through the chassis leg and to the engine without being visible at any point. Only then could the engine be bolted up, which was done using custom engine mounts and RAW Motorsport-fettled exhaust manifolds to clear the steering. Rob took inspiration from the Mercedes C63 AMG Kleeman design when fabricating them, and they’ve more than done the trick. The usual E30 engine mounting rubbers were swapped out for E36 M3 ones, known to be much stronger and stiffer, while the sump was given a trim to clear the crossmember. Whilst the sump was off, the M60 was treated to some ARP bolts and new bearings, and an uprated oil pump spring was fitted too. The 4.0-litre lump was then bolted to an E34 530i five-speed manual gearbox with a lightweight billet flywheel and an M5 clutch in between the two. Out back, there’s a 3.14 final drive LSD to help get the power down.
With the V8 bolted in and well on its way to being wired up, Garry set about arranging a number of touches to both help the engine function properly and to really keep that engine bay looking spoton. A Mishimoto alloy Z3 M radiator not only helps keep the engine cool but looks absolutely perfect. Another great touch is the carbon fibre air box that Rob created for the E30. Garry ordered Viper silicone hoses to plumb it in with – it really is a case of just keeping it simple and using quality components.
“My friend at Jays Sprays painted the engine cover and rocker covers in gloss black, and did the bumper inserts and roundels in the car’s exterior colour,” Garry told us. In the meantime, Rob fabricated the manifold-back exhaust to be completely hidden, exiting beneath the rear end but out of sight. It makes itself known with the sound it produces though, you can be assured of that. The brake setup has been kept nice and simple – standard. Well, not quite in fact – Rob is a great advocator of using quality discs and pads over forking out for a big brake kit for many applications, and Garry’s E30 proves how well this approach can work. ATE front discs have been fitted with #Mintex 1177 race pads, along with E30 Challenge rear pads to match, which are reportedly more than up to the job, even on track. The rest of Garry’s E30 has been a case of blending his VW background with a trackinspired edge. The exterior says show car while the interior is all business but with Garry’s trademark cleanliness and style.
On the outside, a 318iS splitter, the aforementioned colour-coding and the removal of the washer jets are the only real bodywork changes. The main effect has been achieved with a good dose of stance. Bilstein front coilovers and Gaz rears have allowed the four-door to be lowered right down over BBS-style Calibre Vintage alloys in 8x17” sizing, with nicely stretched 195/40 Toyos for good measure. An E36 M3 steering rack and polybushes tighten it all up nicely. The quick rack with no assistance makes parking a bit of a workout but once up to speed the feedback and feel of it makes it all worth it.
Inside, all of the sound deadening and unnecessary interior trim has been stripped, including the headlining, keeping weight to a minimum. A pair of Cobra buckets – Suzuka Pro on the driver’s side, Monaco for the passenger – and a deepdish steering wheel help the car’s trackready credentials. There’s no radio, no nonsense – it’s just a stripped back machine meant to be driven hard.
Garry’s E30 is a simple recipe, executed perfectly. It’s a potent one, too. It recently produced 289hp on the dyno, backed up by a pretty astonishing 330lb ft of torque. That makes for one seriously rapid road #BMW-E30 – it just hauls in any gear, with a soundtrack to die for. It’s a physical, noisy and hardcore thing to be in but it’s absolutely fantastic for it. Is it the ultimate E30 hot rod? We’d certainly be hard pushed to say otherwise.
ENGINE & TRANSMISSION: 4.0-litre V8 #M60B40 , #ARP bolts, RAW Motorsport exhaust manifolds and exhaust system with hidden tailpipes, custom engine mounts, E36 M3 engine mount rubbers, custom #RAW-Motorsport induction kit, #Mishimoto aluminium radiator, electric fan, smoothed engine bay (with brake servo and fusebox relocated to glovebox, deleted ABS, deleted power steering, wire tuck), #E36 M3 fuel pump. Billet flywheel, #Helix E39 M5 clutch, E34 530i fivespeed gearbox, E36 328i prop, 3.14 final drive LSD.
CHASSIS: 8x17” Calibre Vintage wheels, 195/40/17 Toyo PX4 tyres. Bilstein front coilovers, #GAZ rear coilovers, E36 M3 steering rack, #BMW-E34 steering column UJs, Powerflex polybushes throughout, ATE discs, Mintex 1177 pads front and #E30 Challenge pads rear.
EXTERIOR: 318iS splitter, blanked washer jets, debadged.
INTERIOR: Strippedout, Cobra Suzuka Pro driver’s seat, Cobra Monaco passenger seat, Willans six-point harnesses, deep-dish steering wheel, radio blanked off.
THANKS: My wife Niki, Jack at Bodytone, Jays Sprays, Robin and Clive at RAW Motorsport
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