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    HARDCORE S54 E30 Thunder from Down Under

    SKIN DEEP #S54-swapped E30. Words and photos: Chris Nicholls. They say you shouldn’t judge a book by its cover and Andrew Burke’s home-built, DIY-painted E30 is exactly the reason why.

    “Why are you shooting that little thing?” says a passer-by during the shoot. I casually pop the bonnet and see his eyes widen. “Jeez, there’s some work gone into that,” he says, before firing off a few photos on his phone and walking away. This sort of thing happens several more times during the shoot and it’s easy to understand why.

    From a distance, this is just another E30 track car. The matt black paint, done as a last resort after troubles with the painter, is hardly the last word in beauty and the stock M Tech II body kit isn’t going to set anyone’s world alight either. No, things only get interesting when you get close. It’s then that you see the custom Forgeline wheels and fat, circle-track StopTechs and imperial-sized AP Racing J-hook discs (chosen because imperial gear is cheaper than metric). Next, you peek inside and notice the #Motec M800 ECU sitting on a custom carbon plate on the floor. And the oil lines for the Peterson dry sump kit running next to it. And the Motec C127 colour dash logger and Tilton pedals. It just doesn’t stop. Finally, you pop that aforementioned bonnet and see the immaculate S54 with carbon cover and CSLreplica intake nestled in-between the strut towers, surrounded by Goodridge Teflon hoses and a Peterson oil pressure primer pump. If ever there was a car to prove that sometimes, the opposite of the idiom ‘beauty is only skin deep’ applies, this is it.

    The back story of this Australian E30, as you might suspect given the engineering involved, started several years ago (six to be precise) when owner-builder Andrew Burke picked up this 325is to be a street-registered track day build. Having got tired of risking his E92 335i road car on the track, he thought back to a 1989 E30 brochure he got as a kid and decided that would be a better bet. As most builds do, things started off small. Some H&R springs and Bilstein Sport dampers, rebuilt stock brakes and bolton exhaust, a short shifter and new Recaros did the trick for six months, but one track day at the wonderfully nicknamed Haunted Hills circuit (actually Bryant Park) in his home state of Victoria, Andrew noticed puffs of blue smoke on overrun thanks to some keen-eyed photographers. “That was all the excuse I needed to go ‘Oh, this motor could potentially have some kind of small issue in the next three, six, nine, 12 years, I should probably just swap the engine out right now’” he laughs.

    Thus began a long and involved process of finding and fitting a new motor. Having decided a resto-mod approach was best, he settled on an S50 and sourced one from the UK, but all was not well. “As all UK motors are, it was covered in corrosion, all the aluminium bits were all pitted from the salt and whatever other calamities occur over there in the middle of winter, so I didn’t do a whole lot with it other than strip it down to a short block and basically sand blast all the things,” Andrew says. Having cleaned it up, he found it still good enough to use, so left it standard internally and got to work fitting it. On went an E34 sump and 12° angled double-shear shift rod to get the now-twisted stock G250 five-speed to work with the AKG DTM shifter, some custom-made exhaust manifolds from Andrew Nicholls at Meridian Motorsport and a VFT E36 DTM-style carbon air box specifically designed to fi t S50s in E30s thanks to a notch cut into the back to clear the brake booster. To ensure that it all ran, Andrew cut and re-connected the stock harness himself and fitted an Alpha N ECU chip.

    However, while he may have cleaned it up, it turned out the engine’s not-so-perfect appearance was rather more indicative of its condition than first thought and sure enough, the number five journal went at a Winton Raceway track day in true S50 style. “A $350 tow truck ride home later [Andrew not having a trailer at the time and Winton being two hours from central Melbourne] we were sitting in the garage, the old man and I, saying ‘Well, we’re going to have to fix it, I guess’”. Andrew admits that even at that point, the idea of fitting an S54 came into his head, but he wasn’t quite ready to quit on the idea of an S50-engined E30 yet, especially having done so much work to make it fit.

    Thus, he decided that, rather than throw everything away, he would build a proper race-spec S50 and see what happened. Sadly, it’s here that Andrew suffered the all-too-common “bad workshop experience.”

    After searching around for a well-regarded builder, he thought he’d found one in a former Team JPS BMW factory race engineer in New South Wales, but while the specs were suitably serious, complete with 11.6:1 Wossner pistons, Pauter I-beam rods, 296° cams, Supertec Inconel valves and the current Peterson dry-sump system (designed to avoid ever spinning a bearing again), it “never made any real power.” “Without going into too much detail, it just fell on its face above 6000rpm,” he says. Worse still, it didn’t even last that long. A mere 500km of track work later and Andrew was sitting on the side of the Winton tarmac with two holes in the block from a rod and rod bolt respectively, oil pouring out everywhere and his car partially in flames thanks to starting a grass fire underneath it. The worst part? A postmortem found the likely cause to be poor assembly.

    “As I pulled the bits off the motor so I could get it out of the chassis, I found one of the ARP rod bolts was poking through the block on the exhaust side. I didn’t see it originally as a result, but it was poking through with all of its threads still intact. So it was not like the bolt snapped – it was like it completely unscrewed itself – and I can’t imagine a bolt that’s designed to be torqued to yield, if it was properly fastened, would have come undone. End of story. So that was that, which was a bit unfortunate.”

    Unfortunate indeed, and at around AU$30,000 (£17,000) for the engine, expensive. Andrew adds that figure doesn’t even include the cost of ancillaries fitted to deal with the extra power, the current 8x17” Forgelines, the previous SL6R and SL4R Wilwood calipers and discs (since replaced by the StopTechs because Andrew bought another road/track E30 he wanted to put those on), the custom-built AST two-way adjustable coilovers (again, since replaced by custom MCS two-ways) and several other mods besides. However, Andrew wasn’t prepared to throw it all away, so after convincing his wife he “wasn’t silly,” he pulled the trigger on a mint S54 with just 18,000 miles on it out of a wrecked Californian Z4 M.

    Being so new and from California, this motor was in stunning shape. There was no dust behind the water pump or alternator pulleys and even the internals, which Andrew inspected when he pulled off the sump to fit the Moroso dry sump pan, were unvarnished.

    Given he had no money to put new internals in it, this worked out perfectly. Plus, the S54 made more power stock than his built S50 anyway, so in it went, with only a Karbonius CSL-replica air box – fitted because the StopTechs meant he no longer needed the booster – a Racing Dynamics carbon engine cover, new custom exhaust manifolds (again from Andrew from Meridian, who by then had moved on to start his own venture called Trackart) and a few other mechanical pieces like an Eisenmann exhaust needed to make it work. At the same time, Andrew realised that to actually run the thing (especially given he was keeping Vanos and drive-by-wire), he would need to upgrade his dash from a set of Stack gauges to a Motec logger to ensure the necessary input and output numbers, and after contacting Jason Ingram at Advanced Motorsport Electrics to do the concentrically-wound, DR25 heat-shrunk harness and install it, he got it tuned by Lee at Melbourne Performance Centre and brought it up to Broadford State Motorcycle Centre for a shakedown, which is where we did the shoot.

    His impressions of the car now it’s finished (bar a cage)? “I was thrilled with the way that it handled and the way that it stopped even back when it had the second S50… but I was deeply disappointed on some level that it didn’t make as much power as I was expecting. It was certainly fast enough, but it never felt brutal, I guess. Whereas the S54 is still not crazy by any means, it just feels a lot more angry. It feels significantly more powerful.” Given this first shakedown was conducted at only half-throttle, that’s a brilliant portent and suggests that when this E30 is finally unleashed, its unassuming looks, combined with all that power and handling, will mean the opposition won’t see it coming.

    “If ever there was a car to prove that sometimes, the opposite of the idiom ‘beauty is only skin deep’ applies, this is it”

    TECHNICAL DATA FILE #S54 / #BMW-E30 / #BMW-E30-S54 / #BMW-S54 / #BMW-3-Series / #BMW-3-Series-E30 / #BMW / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E30 / #Bosch / #BMW-E30-S54B32

    ENGINE 3.2-litre straight-six #S54B32 , #Karbonius CSL-replica dry carbon air box, #K&N air filter, #Aeromotive fuel pressure regulator, #Bosch-044 fuel pump, #Aftermarket Industries swirl pot, #MagnaFuel dry break billet fuel filters, #NGK-Platinum plugs, Setrab 19-row oil cooler with -16 fittings, Roush Yates carbon catch can, Peterson R4 dry sump pump, #VAC-Motorsports mount kit, #C&V HTD belt drive with VAC/ATI fluid harmonic balancer, -16 feed and return oil hoses, -12 scavenge, #Peterson scavenge filters, -10 pressure feed to VAC Motorsports oil manifold, custom #Moroso dry sump oil pan, Peterson single-stage remote oil primer circuit, Peterson billet four-gallon dry sump tank with custom #CNC bracketing, dual breathers and 100 micron filter screen, Canton billet five micron oil filter on pressure stage, #C&R-Racing oil filter housing with provision for secondary oil cooler circuit in rear of car, #Wix-Racing 51222R filter, Goodridge XF 910 and Brown and Miller (BRMS) Teflon hoses, VAC-Motorsports lights, accessories and alternator pulleys, ATI damper by VAC Motorsports, AKG-Motorsport Group N engine mounts, #Racing-Dynamics dry carbon engine cover, Trackart custom equal-length exhaust manifolds and custom 2.5” exhaust, Eisenmann E36 M3 rear box, Motec-M800-ECU , #Motec SKN dual CAN knock module, Advanced Motorsport Electrics custom concentricwound wiring harness with Kevlar tracers, Raychem boots, Souriau and Autosport connectors

    TRANSMISSION #G250 five-speed manual gearbox, #AP-Racing 7.25” twin-plate clutch and lightened cro-mo flywheel from E36 M3 R, AKG DTM shifter, PPF axles, re-balanced OE driveshaft, OE diff with extra clutch packs, Z3 M housing, custom transmission mounts and subframe reinforcements


    CHASSIS 7.5x17” ET20 (front and rear) #Forgeline-SO3 wheels with 235/40 (front and rear) Nitto NT-01 tyres, VAC Motorsports 90mm studs, #Motorsport-Hardware cro-mo nuts, 3mm spacers (front), Motion Control Suspension custom two-way remote reservoir coilovers, #Eibach 60mm springs, AKG Motorsport polyurethane, #Treehouse-Racing and custom #Delrin bushes, custom Trackart T45-based cro-mo front strut brace, custom front arb and mounts, Dave Stillwell rear anti-roll bar with custom mounts and reinforcement, full Aurora rose joints, #StopTech STR43 calipers (front and rear), #AP-Racing J-hook fully-floating discs, custom Motorsport Connections Teflon braided lines, Performance Friction PFC01 pads (front and rear), custom-machined 7057 T6 rotor hats

    EXTERIOR OEM Tech II kit, custom bi-xenon headlights based on TRS projectors and 3D printed adaptors, rear lights lightly tinted with Diamond black

    INTERIOR #AKG-Motorsport Delrin shift knob, AKG Motorsport DTM shift lever and short-shift kit, Alcantara gear gaiter, #Tilton 600 Series pedals, Tilton -4 fluid tank, #Speedflow lines, Tilton billet brake bias adjuster, Tilton fluid bias and balance bar adjuster, #Motec C127 dash logger, Recaro SP-A Kevlar V8 Supercar special edition seat, VAC Motorsports billet rails, Sabelt Ultralight harnesses, Personal Grinta 330mm wheel, Lifeline Group N boss with custom spacer, custom carbon panel behind wheel for light controls, custom Trackart harness bar, custom aluminium scuff plates

    THANKS Andrew at Trackart for the exhaust, brake cooling duct, harness bar and strut bar fabrication work, Marcos at Motorsport Connections for the Speedflow bits and hoses, Jason Ingram at Advanced Motorsport Electrics for the incredible work on the harness and Lee Burley at Melbourne Performance Centre for the dyno tuning

    Carbon engine cover and replica CSL carbon air box make this S54 even sexier.

    Single Recaro SP-A Kevlar V8 Supercar special edition seat.

    “After convincing his wife he “wasn’t silly,” he pulled the trigger on a mint S54 with just 18,000 miles on it out of a wrecked Californian Z4 M”

    / #Motec-M800 ECU mounted on custom carbon plate.

    Swirl pot, pump and filters mounted in boot.
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    With 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 trim
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    AMERICAN BEAUTY / #BMW-E28 / #BMW-E28-S52-swapped / #BMW-E28-S52 / #BMW-E28-CAtuned / #BMW / #CAtuned /

    Utterly stunning supercharged BMW E28 with built S52 swap. CAtuned’s latest creation is this absolutely stunning S52-swapped supercharged E28. Mixing classic Euro styling with some eccentric touches and a whole heap of power, this gorgeous E28 does things a bit differently and we love it… Words: Elizabeth de Latour. Photos: Denis Podmarkov.

    As far as feature cars are concerned, 2015 was a good year for the E28 and its fans. We had no less than four stunning examples of the classic Five, each very different to the other. Three of them were big-power turbocharged examples and the other was a lush S38- swapped machine from the UK. It was a good spread of great cars and a strong sign that the E28 is a firm favourite on the modified BMW scene. We’ve barely scratched the surface of 2016 and we’ve already had the pleasure of a supercharged E28 pair last month and now we’ve got another E28 to enjoy that boasts both an engine swap and forced induction. It really is a stunner.

    When this car popped into the PBMW inbox it elicited a very positive reaction from us all. Big smiles and lots of head nodding all-round because it’s that sort of car, the kind of car that makes your day. There’s so much attention to detail, so many special details, it just makes us happy. Not as happy, though, as its owner. Ash Evans is the lucky guy who, when he’s not overhauling light rail trains, gets to enjoy cruising in the California sunshine in this E28.

    For Ash, the car recalls fond memories. “My dad had a 1986 Bahama Beige 528e,” he tells us, “and I remember tagging along with him on the weekends to the local race track where he was a trackside announcer. I can distinctly remember him loving that car. And, as all young lads want to be like their dads, I knew then that I wanted a 5 Series.

    Like every first love there is something about the smell, sound and understated styling that was intoxicating and addictive. There is also something special about the handling of BMWs in the twisties to which no other automaker can compare.”

    Ash began his Bavarian journey with a 2001 E46 330Ci, which he loved and, as a self-confessed tinkerer, it was inevitable that his cars would end up modified. Although, when the E28 appeared in his life, going this far was not part of the plan. “I was looking for a classic BM and received some good advice from a friend,” Ash revealed. “He advised that when shopping for an old car, it’s best to find the cleanest example you can so you have a solid foundation.

    “My preference was a Bahama Beige or Schwartz E28. I shopped for six months, finally deciding on this Schwartz that I nicknamed Black Shug. The previous owner of the car was an estate agent from Boulder, Colorado. She purchased it new from Beverly Hills #BMW and used it to sell homes in Los Angeles until she moved to Colorado. It was always stored in her garage and this was evident by the lack of corrosion. In my profession, corrosion is a nightmare and a budget killer.”

    The car in question is a 528e, exactly like the one his dad owned all those years ago. In Europe we know it as the 525e. Both badges are numerically incorrect anyway, as the low-revving, efficiency-orientated M20 under the bonnet is a 2.7.

    Ash says initially his plan was to keep things simple, replacing worn components, upgrading the suspension and fitting some more attractive wheels. As he admits, though, this is a slippery slope and everything changed when he came into contact with the team at CAtuned.

    This name will be familiar to anyone into modified BMs as the Californian contingent has been behind numerous PBMW feature cars. Brothers Igor, Max and Co. always produce incredible builds, finished to the highest standards. “When I moved to Sacramento, I reached out to CAtuned because I was interested in its E28 coilover setup, big brake kit and subframe bushes.

    After the suspension installation, I casually asked about the cost to complete a motor overhaul. After walking through its shop and observing the incredible builds and swaps the guys were capable of, I knew instantly the overhauled M20 would need to be replaced with something more powerful and perhaps unusual. The S52 was practically decided on that day and, as with any project, the goal quickly amplified. Soon we were discussing the copper trim, a custom gauge cluster, and a sport interior!”


    The S52 is an interesting choice for an E28 swap; the non-e M20 or the M30, both period-correct engines for the E28, are great candidates for forced induction and what you’d usually expect to see on a Euro car rocking a serious turbo setup. The US-only iron block S52, though, is readily available in the States and has plenty of aftermarket support in terms of power upgrades, not least because of its 81hp shortfall compared to the European S50B32 which, usefully, includes off-the-shelf supercharger kits for plenty of power with minimal fuss. “The engine was a transplant from a 2001 E36 M3. It’s not a direct swap so CAtuned’s engineers built custom mounts,” explains Ash. “During the disassembly of the donor engine, we found some scarring on the cylinder walls so we sent the block to the machine shop, ordering all forged internals, porting and polishing the head, installing high flow valves and springs, and a Schrick cam. It’s all held together properly with ARP bolts. It was my goal to have a powerful engine and make the swap something unique and the VF Engineering V3 Si-trim supercharger kit was an excellent option for a reliable increase in power. The tuning and engine management was completed by RKtunes and maximises all the power available with the 8-9psi. The overhauled ZF gearbox, limited-slip differential and short-throw linkage makes for an incredible connection to the abundant power.”


    And just how much power is this E28 putting out? Well, the S52 VF kit is good for 350hp and 295lb ft of torque on a stock engine at 6psi. With the extensively uprated internals and increased boost pressure it’s got to be at least 400hp, which is going to feel like a whole lot more in an E28.

    “The engine transplant is my favourite modification on the whole car,” grins Ash. “The power is linear, controlled and very addictive. Simply put, the car eats Tarmac in a hurry and I could not be happier with this decision.”


    And what about those CAtuned coilovers and chassis upgrades, the reason he went to CAtuned in the first place? “Most Americans love drag racing in a straight line,” he says, “but this chassis was designed to canyon carve with the most driver feedback possible. Therefore, CAtuned engineers helped decide on a coilover setup that would allow for a very sporty and responsive feel, predictable handling and allow a proper aesthetic. I could not be happier with their setup, especially considering the adjustable dampening for the front and rear.”

    As you can see, Ash is not a man who does things by halves and that extends to the styling of the car, both inside and out, which is both incredibly subtle yet at the same time absolutely wonderful. At first glance, you might not notice much but once you get up close, that’s when you can drink in all the delicious details.

    “I love having the performance of a race car but I do not want to be too obvious,” explains Ash. “I was aiming to keep the general styling of the E28 but wanted something very unique.” Well he’s achieved exactly that, with copper brightwork sitting aside the original chrome trim. On paper the idea of copper trim components perhaps doesn’t sound like it should work but the copper is incredible subtle, not overdone or overused. It’s very pale and delicate, almost leaning more towards a gold tone than a copper penny. “In general, I feel that the copper and chrome trim complements the Schwartz paint,” says Ash.

    And we agree. Adding the copper highlights to the door handles, E12 door mirror (there’s only one), and bumper trims gives the styling an extra visual element. It’s as unusual as it is inspired and an eye-catching touch on a car that otherwise has been largely left unspoiled by the addition of unwanted addenda.

    The wheels are a slightly unusual choice for an E28, a car which naturally seems to suit cross-spokes. Ash was even planning to refurbish a set of Style 5s for the car but then Igor stepped in and offered up something that was too special to turn down. “Igor always has something up his sleeve and I could not be happier with the extremely rare one-off two-piece HRE fivespokes he suggested,” says Ash. “When he sent me a picture showing me the wheels on the car, I was sold.”

    The simple five-spokes look fantastic on the Five. The polished lips and faces tie in nicely with the rest of the shiny exterior details but our favourite part of the car’s styling has got to be that side exit exhaust. It’s just so unexpected on a car like this and really stands out. There’s a hint that something’s going on here, its bolted-on heat shield stained black, a tell-tale sign that Ash enjoys driving this car properly.

    Inside the changes are, once again, subtle but purposeful and the devil is in the details. “Similar to the exterior, I wanted the interior to be refreshed but keep its OEM feel,” says Ash. “It was a CAtuned team effort and we decided on black cloth Corbeau GT2 driver and passenger seats, refurbished doorcards, new black cloth headliner, new black carpet with upgraded sound deadening and insulation, a Blaupunkt stereo, a subtle gauge cluster, and an Alpina steering wheel. You’ll also find some #BMW-Motorsports bits.”


    The seats look fantastic and not at all out of place in the E28. The auxiliary gauges are neatly mounted in custom pods, tucked away, visible but not showy. There’s a modern Sport gear knob and we love the classic, freshly refurbished four-spoke Alpina steering wheel. The custom instrument cluster from Bavarian Restoration has had the needles and instrument bezels gilded and even the palm tree element of CAtuned’s logo has received a touch of gold. It’s a lovely touch, and indicative of the level of detail that’s gone into the whole build.

    To our eyes this is a car that’s got it right on every level. It has been assembled with as much care for the details as for the overall ethos of the build. Modifications have been done in moderation. The subtle changes have created a sleeper that embraces various styling elements. We love how Ash has managed to surprise us with unexpected additions yet he brings them all together in perfect harmony. It’s a car you cannot fail to admire and one you can easily love.

    DATA FILE Supercharged E28

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S52B32 / #S52 / #BMW-S52 , forged internals including custom forged pistons, custom camshafts, custom Stage 3 supercharger with #RK-Tunes tune, custom exhaust system with side-exit tip, five-speed manual gearbox, LSD.

    CHASSIS 8x17” (front and rear) one-off HRE Vintage two-piece wheels with 215/45 (front and rear) Falken Ziex ZE950 tyres, #Motorsport-Hardware spacers and studs, CAtuned coilovers, heavy duty front and rear anti-roll bars, CAtuned polybushes throughout, CAtuned rear camber kit, all E28 M5 suspension upgrades, CAtuned big brake upgrade front and rear.

    EXTERIOR Euro styling upgrades, Renewed Finishes copper finish on all metal parts, E12 exterior mirror and passenger filler, 35 per cent tint all-round.

    INTERIOR Custom Bavarian Restoration gauge cluster with exclusive CAtuned insignia, custom readout gauges in dash, Corbeau GT2 cloth seats, custom CAtuned black headliner, custom glass sunroof.

    THANKS A very special thank you to all the guys at the CAtuned shop, it was a team effort. Igor with the amazing vision, Stan for the bodywork and paint, Max for the incredible fabrication, Alex for headliner and interior, and Ivan for helping to keep me focused. I would also like to thank Greg from Bavarian Restoration for the gauge cluster and Dave from Renewed Finishes for the beautiful copper work.
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    IRON 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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