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    CAR: #NSU-Ro80 / #NSU /
    Run by Martin Buckley
    Owned since 2009
    Total mileage about 54,000
    Miles since October
    2015 report approx 250
    Latest costs £250

    NEW MEMBER OF THE ROTARY CLUB

    The first thing my daughter Caitlin always says when she sees the NSU is: “Can I have this car, Dad?” She’ll be driving before long I suppose, but I’m not sure that she would keep up with the fuel consumption out of her student finance. Still, she was pretty much brought up on these cars. I used to drive her around in my first light blue N-reg example to get her off to sleep and we went on several family holidays in them, so they are certainly in the blood.

    To be honest, FAR 666K has been doing my head in of late, although in fairness most of the problems have been of my making rather than the car’s. It was meant to have had its moment of fame on the C&SC stand at the NEC last November, but, by the time I got to the Air Balloon roundabout (about 30 miles away), the charging light had come on. Mission aborted. It turned out that the voltage regulator was full of water and all was well again once it had been dried out.

    Then, having not used the car for weeks, I decided that it would make ideal transport to attend the New Year’s Day gathering at Brooklands with my pal Brian King. That plan was dropped when I discovered that the battery was flat and, in haste, used my new compact booster pack on it. That instantly ‘killed’ the spark-amplifier box (as I had been warned that it would) and, with that out of the picture, the engine was never going to fire. This daft error on my part began a whole series of frustrations and expense.

    Good old Phil Blake sent me a functioning second-hand amplifier, which sort of worked… but sort of didn’t and had the effect of making me look elsewhere for the problem. Suspicion was cast next on the plugs, the converted RX-7 #NGK s with NSU sleeves that have not been any problem up to now. I did notice that, when I fitted a random set of old Berus, the engine seemed to fire quite readily. So I ordered some fresh NGKs as well as a new set of the original-type plugs to cover all eventualities.

    After a bit more fiddling (including new points), I thought that I’d cracked it and set off to Bristol to see my son Sean for lunch. I’d only gone a couple of miles down the A419 before I realised that all was far from well and spent an hour parked in an Esso garage awaiting the AA.The patrolman had a fiddle, although eventually we decided that it would be best to get the NSU back to Mike Connor for a thorough investigation. The AA bloke towed me back on his A-bar and, at the first opportunity, I got the car into gear and wound the engine over fast enough to fire, which it did fairly promptly… then conked out again outside Mike’s place.

    He diagnosed that the amplifier was still at fault so I asked Phil to find me another one. By then I was becoming so impatient to get the car on the road that I decided to drive over to the Blake residence in Suffolk. I took up the kind offer of Justin Lazic’s mighty Mercedes S600 V12 coupé to get us there, which it did, in effortless comfort. It’s too new to get me very excited, although I can see the appeal of it.

    While Mike had the Ro80, I asked him to fit a new wiper switch because the one on the car had been haywire for a while – refusing to let the wipers self-park and randomly setting off the washers when you didn’t want them. I have stacks of Ro80 spares but never, it appears, anything that I actually need. Sure enough, it turned out that the column stalks I gave Mike were the wrong version. So I had to put yet another call into Phil and hopefully I will soon have wipers that function properly again.

    All the turning over of the engine also seemed to finish off the starter motor. For once, I had the correct item. Since Mike replaced it, I have realised that a lot of the NSU’s laborious cold starting over the years has been the fault of a lazy starter because it now bursts into life almost instantly – hot or cold.

    I do like a happy ending, although FAR 666K had one final tantrum when it lost its passenger-side wiper arm on the A419. There was no chance of finding it and, of course, all my spare ones are the wrong sort. Anyway, to cheer myself up, I bought an owner’s manual for the NSU on eBay for £35, so there.

    THANKS TO Mike Connor, Purley Road Garage: 01285 652365 / Phil Blake: 07875 556193

    ‘For once, I had the correct type of starter motor and the engine now fires almost instantly – hot or cold’

    Caitlin has taken a shine to the old man’s car, but he reckons it’s too thirsty for her. Nearside wiper arm went AWOL on the A419. Wiper stalk also ex-Blake; manual on eBay. Wankel now fires pronto with good starter. Spark amplifier was supplied by Phil Blake.
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    Car #Alfa-Romeo-8C / #Alfa-Romeo / #1931-Alfa-Romeo-Touring-Spider / #1931-Alfa-Romeo-8C-2300-Touring-Spider / #1931 / #Alfa-Romeo-Touring-Spider / #Alfa-Romeo-8C-2300 / #Alfa-Romeo-8C-2300-Touring-Spider /

    Run by Alain de Cadenet
    Total mileage 150,286
    Owned since 1972
    Miles since February
    report 56
    Latest costs nil

    PLUG SHORTAGE TURNS OUT WELL

    I’ve not done too much on the car recently, due to not being around and the ghastly weather. All quite normal for winter of course, but I have finally got over the nightmare of finding original-style 18mm spark plugs. From the 1930s right up to the late ’70s, the ideal fitment for the Alfa was a Lodge platinumelectrode long-reach item that was listed as an HL1P, and for which you needed a 1in AF long socket to put them in and take them out.

    Today, such plugs are unobtainable. I used to advertise for them in the 1980s, and was surprised when the late Hon Patrick Lindsay called to say that he’d bought some brand new from the old KLG/Lodge office that used to be down by the Kingston bypass. Originally they were 15s each (75p), which was expensive for the time. You can’t clean a platinum plug using glass beads without causing damage to the electrode, but I’ve used a baking soda blaster and done quite a good job over the years. The only real solution is to fit 18-14mm adapters and run modern alternatives.

    So, after spending many hours on the Myford drilling, turning and threading some phosphor-bronze hexagonal bar, I’ve ended up with eight inserts that now enable me to use #NGK #BP6ES plugs for tootling around and B7ESs for racing. I even have some B7EVs for use with methanol. Three different types, whereas one used to do all three jobs. If I was judging 8Cs at Goodwood, Pebble Beach or Amelia Island, would I penalise an owner for not having 18mm plugs? Yes, I would. Going is one thing, showing is something else. I notice that new-manufactured heads are all drilled for 14mm plugs, anyway.

    Alfisti par excellence, Chris Mann, runs an early Weber carb on his 8C, as indeed do I. He told me of his modification that lets him adjust the main jet needle from the cockpit by way of a cable drive. This enables him to fine-tune the mixture with a lambda sensor placed in the exhaust.

    He leans off in towns to avoid stinky black smoke and richens up when on the open road. Healthier for the environment and his wallet. Considering that these old birds were always run rich in period (to lessen the likelihood of combustion chamber cracks), this struck me as something that I had to try myself.

    It works beautifully. I do plug ‘cuts’ at various settings and can get them from off-white on the electrodes via the ideal coffee colour to black and sooty, just by twiddling my home-made cable system. Horrible ethanol petrol works fine with this device, as does Goodwood Mega Gas. Thank you, Chris, for that one.

    All this makes me realise how terribly boring modern cars are in comparison, and how lazy we get letting science do all the work. I much prefer being the #ECU myself.

    Our Leica stalwart pays a visit to the camera manufacturer’s Mayfair outlet – the Alfa isn’t afraid of London traffic.

    Old 18-14mm adaptor served as template. Lodge HL1P plugs are no longer available. Electrode is easily damaged by cleaning. Weber carburettor has been modified to allow adjustment of main jet needle on the go.
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    This E36 M3 R is one of the rarest of the rare, but that didn’t stop one owner beefing it up to be a full-on track terror. Words and photos: Chris Nicholls.

    FULL-ON BMW-E36 / BMW-M3 R Hardcore Australian special

    GYM JUNKIE UNICORN Ultra-rare E36 M3 R from Oz

    Just 12 E36 M3 Rs were made available to the public back in the mid ’90s by #BMW Australia. Built, as some of you may know, to be the ultimate non-GTR E36, the cars were basically Group N racers for the road. They came with full Motorsport Group N suspension, a tweaked engine putting out 325hp (more than any E36 M3 other than the GTR), AP Racing four-piston brakes all-round, the full M3 GT bodykit, plus Super Tourer wing and extendable splitter, and almost all creature comforts, such as rear seats, air-conditioning and fog lights, removed. Developed by the legendary Paul Rosche, then M GmbH’s head of motorsport, and team members from the famous Australian Frank Gardner’s outfit, including Ralph Bellamy - former F1 engineer and one of the men responsible for inventing ground effects at Lotus - the M3 R remains to this day arguably the greatest E36 variant you can actually buy, albeit one that required a racing license when purchasing it new and one that is, unsurprisingly, also climbing in value today.

    Which makes it all the more bizarre that this M3 R’s previous owner, Alan Palser, decided to tune it so much there’s basically nothing left of the original car bar the little silver build plate on the centre console. To whit, there’s the DTM Fiber Werkz widebody kit, JRZ dampers with Eibach springs, Turner front and SM Motorsport custom rear anti-roll bars, SM Motorsport custom control arms, Alcon monobloc front and AP Racing rear calipers and two-piece slotted discs, AP racing twin-plate clutch, boot-mounted Speed Master fuel cell with Bosch 044 pump and swirl pot and a range of engine mods, including a very sexy CSL-style carbon airbox, which bring the power up to around 370rwhp. In a car running Hankook slicks on its 11x18” Apex EC-7 wheels, and weighing only 1220kg thanks to being completely stripped and caged, that makes this is one rapid racer indeed. But one that isn’t really much of an M3 R anymore.

    So why did Alan do it? Well, there were two main reasons. The first is an all-too familiar story. Having fallen in love with BMWs as a lad growing up in the Group A era, Alan decided he had to have one, and eventually managed to fund the purchase of his third-hand M3 R ten years ago when it had just 40,000km on the clock. However, as one does, he started to chat more and more to people in the club scene and eventually got talked into attending a few track days. And that’s when the bug bit, hard.

    “At the time I bought it, I would say the plan was to have it as a road car, but having started to talk to some people in car clubs, they said, ‘Oh, you should come down and join the club and have a go on the track on a club day’. Then once I’d done that a couple of times, I thought, ‘Oh yeah, I think I’m going to enjoy this’. So I once I’d done a couple of those, I started orienting the E36 more towards that and less as a car to drive on the road.”

    And once Alan started, he found it hard to stop, spiralling down that route we all know of upgrading ever more bits and pieces. “Once I was on that path, it was easier to continue on it, rather than scrap it and go back to a start point again,” he says. Eventually, after entering a couple of tarmac rallies, Alan decided it was time to develop it fully and, having sent it off to BMW whiz Sam Markov at SM Motorsport in Wodonga on the Victoria/New South Wales state border, things just got even more extreme, eventually leading to a wilder state than it is in now (this engine is its second after the previous fully-built and E85-tuned beast blew prior to the sale to its current owner). As for the second reason, that was more to do with the used car market at the time. Although it might seem silly in today’s climate, despite its rarity, engineering pedigree and extremely finely-honed nature out of the box, the M3 R wasn’t actually all that valuable ten years ago. You could pick one up for less than AU$50,000 (around £25,000) and there wasn’t a sense that they would be a future collectible. Hence why Alan says “I didn’t feel like I was totally killing something that was worth a lot of money at the time.” Of course, thinking about it now, he agrees that were he to do it all again, he would have started with a basic 3 Series shell, but such is life.

    Eventually, having arrived at a development crossroads, Alan was unsure whether to replace the engine with an S85 V10 or the like, or sell it to fund something like a Z4 GT3. In the end he decided to part with it, which is where current owner and Avis franchise holder (hence the stickers) Les Sears comes into the picture. A Holden man for much of his time in motorsport, one drive of an E46 back when it was new changed his life forever and after that, Les became a devoted BMW fan, building up quite an impressive collection that currently includes a stock E36 M3, three E46 M3s (one road car, one complete racer and another in the build) and an F82 435i daily. Hence why, when he found out this car was up for sale about a year and a half ago, knowing how rare it was and how much effort had gone into it, he pounced on it.

    Of course there was still the matter of the blown engine to take care of before he could enjoy it at his local motorkhanas and track days, and given the previous highly-strung motor’s issues, and the fact the chassis set-up was good enough to ensure speed without huge power, Les decided to tone down the new power plant a little in order to keep it reliable. Thus, right now, it runs a completely stock 3.2-litre bottom end, and only the aforementioned carbon airbox with custom trumpets (on stock runners), K&N pod filter, ARP rod bolts, 296º Schrick cams, Vanos delete and Motec M600 ECU as mods. Despite this, thanks to Sam Markov’s nous (Les kept him on as the car’s mechanic, as unlike for Alan, Sam was local), the car puts down 367hp at the wheels, which as we said is still plenty in a circa-1200kg car, and easily enough to keep Les at the top of the time sheets at whatever event he enters. “Everywhere you take it, if it doesn’t win, it’s always second or third. It’s a quick little car. It’s very, very well balanced, and it doesn’t do it with horsepower, it does it with cornering speed,” he says.

    Despite its pace and the fact it’s no longer much of an M3 R though, Les has no desire to risk such a rare car (even in its current state) in actual racing, saying “I’m a little reluctant [to race it]. I don’t mind doing the sprints in it, but once you get into a race meeting, I’d hate to damage it. I’ve got an E46 [an ex-Targa Tasmania machine, no less] which can take a bit of a hit and it’s easy to panel beat, but this thing with that body kit on it, it’s quite hard to start rebuilding that. I’ve got a new E46 being built as we speak too, and when that’s finished I’ll put this car up on blocks and leave it there and won’t race it at all”.

    Now, given he’s only had the car for less than two years, such a plan might sound impossibly sad, but it’s actually part of a grander scheme to leave it in as good a condition as he can for his son, who also races. Essentially, Les says that he’ll take the M3 R out every so often just to keep it running until his son takes it over, and continue racing in the new E46 once that’s built. “It’s a new shell that we’ve got in another shed with a new cage through it and I’ve bought all the parts for it. I’ve just got to assemble it, basically,” he says. “I’ll do that the same way - it’ll have a 3.2-litre in it, but the bottom end won’t be stressed out and we’ll just get it to breathe.”

    Hopefully both cars can see the use they deserve for many years to come, as although Les is now 69, he has no plans to stop racing anytime soon, and that’s the sort of thing we love to hear. If, however, he does eventually decide to give the game away, not only will he have his son to look after the cars, he’ll also still be able to enjoy them in other ways, saying that “I just get a kick of out of being in the shed and having a cup of coffee with the cars… And they’re not as noisy as the wife!”

    S50B32 straight-six has been fitted with #VAC Vanos delete kit, among many other mods, and now makes 367whp.

    Carbon blanking plates are most definitely at home in the stripped-out interior.

    “Everywhere you take it, if it doesn’t win, it’s always second or third. It’s a quick little car”

    DATA FILE / #BMW / #BMW-E36 / #BMW-M3-R / #Apex / #BMW-M3-R-E36 / #BMW-M3-E36 / #Motec-M600 / #Motec / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-M3-E36

    ENGINE AND TRANSMISSION 3.2 litre straight-six #S50B32 / #BMW-S50 / #S50 , #K&N pod filter, custom carbon airbox with OEM runners and custom trumpets, #Schrick 296º cams (inlet and exhaust), #VAC-Motorsports Vanos delete kit, #ARP rod bolts, #NGK spark plugs, #Bosch-440cc /min injectors, Bosch-044 fuel pump, custom swirl pot, #Speed-master fuel cell, Evosport underdrive pulley, Turner Motorsport solid engine mounts, SM Motorsport stepped headers, custom 2.5” stainless steel exhaust and silencer, #Motec-M600-ECU . Five-speed manual gearbox, #AP-Racing twin-plate 7.25” clutch, stock M3 R flywheel, #OS-Giken-LSD

    CHASSIS 11x18” ET25 (front and rear) #Apex-EC-7 wheels in Anthracite with 20mm spacers (front and rear) and 280/650 - 18 Hankook slicks (front and rear), #JRZ-RS dampers with #Eibach springs, #Turner-Motorsport (front) and SM Motorsport (rear) anti-roll bars, SM Motorsport custom front suspension arms to increase track by 100mm, #SM-Motorsport custom rear trailing arms, SM Motorsport custom bearings and rod-ends, Whiteline front strut bar, Alcon monobloc four-pot calipers with 355x32mm two-piece slotted rotors and Ferodo DS1.11 pads (front), AP Racing four-pot calipers with 330x28mm two-piece slotted rotors and Ferodo DS2500 pads (rear), AP Racing fluid, SM Motorsport custom braided lines and custom pedal box

    EXTERIOR DTM Fiber Werkz wide-body kit (customised by SM Motorsport), custom Topstage Composites front bumper and carbon splitter, #APR-Performance rear wing

    INTERIOR Brown Davis roll-cage, short-shift kit, RPM SL S/W Comfort suede steering wheel with quick-release hub, Velo Apex-XL seat, Sparco harnesses, carbon blanking plates for centre console and gauge pod, Racepak display
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    SPACE INVADER 900hp #BMW-E91 / #BMW-335i-Touring / #BMW-335i-Touring-E91 / #BMW-335i-E91 / #BMW-335i-Touring-900bhp / #BMW-335i-Touring-E91-900bhp

    With 900hp from an #N54 with stock internals, this E91 Touring is really reaching for the final frontier. Words: Elizabeth de Latour. Photos: RonV Photography.

    The king of fast estates has traditionally always been Audi; its automotive back catalogue is filled with examples of big power load-luggers, from the legendary RS2 Avant, mental original RS4 and equally mental RS6s, though BMW has also had a go, with the E34 M5 Touring and E61 M5 Touring. These days, though, its given up on M estates, so the fastest way to transport dogs, children and sofas, possibly all at the same time, is in something with a turbocharged straight-six under the bonnet. For example, the F31 335d xDrive will hit 0-62 in 4.9 seconds, at which point you have to ask yourself: how fast do you really need to go?

    Well, if your name is Marco van Weerd, then the answer is much, much faster than that. Marco’s steed of choice is an E91 335i M Sport Touring, a fine car powered by a fine engine and plenty quick in just about any given situation but, as we all know, the twin-turbo N54 has so much more to give… Marco bought the car three years ago, completely stock, but, with a couple of modified Japanese cars in his motoring past, it was never going to stay that way for long. “From the moment I bought the car, I began modifying it right away, starting with some standard upgrades like a JB4, downpipes, intercooler etc” but that was never going to satisfy his thirst for modifying and his hunger for power. You see, Marco wasn’t interested in owning just a quick car, he wanted to push the limits of the #N54 as far as he could and that’s exactly what he’s done, taking the 3.0-litre straight-six to a staggering 900hp. It takes just a quick glance into this E91’s engine bay to see how he’s done that: with an absolutely gigantic turbo strapped to the side of the engine but, what’s a little scary, is the fact that Marco has left the engine’s internals completely stock…

    “I wanted to try and break the 1000 flywheel hp mark on a stock N54 because I want to be the one to set that record,” he grins, and he’s tantalisingly close. The key to that stratospheric power output is threefold, a combination of: massive turbo, fuelling mods and the right fuel. The pictures show a Comp 6465 but that wasn’t powerful enough for Marco, so since the shoot that has been swapped for a Precision 6466 turbo running at a heady 2.5bar, with twin Tial MVS wastegates leading to a pair of screamer pipes located under the car, with that torrent of turbocharged air being passed through a 190.5mm stepped intercooler from VR Speed Factory and into an Evolution of Speed intake manifold with six Bosch injectors. These are fed by an uprated fuel system running a Fuel-It Stage 3 kit consisting of twin Walbro 450 low-pressure fuel pumps plus upgraded fuel lines with a Bluetooth-enabled ethanol content analyser, necessary because the car has been set up by JB4 Tuning Benelux to run on E60, a heady mix of ethanol and 102 octane fuel. Further enhancements include cooler NGK 5992 spark plugs and a custom exhaust, consisting of a 3.5” downpipe leading to twin 2.5” pipes with twin electronically controlled cut-outs located before the rear silencer, and finished off with twin 102mm carbon exhaust tips.

    You might be concerned that running that much boost through such a massive turbo means the engine is only heading in one, inevitable direction, but you needn’t worry as a forged engine is on the cards, at which point Marco’s power goal will change from 1000hp at the crank to 1000whp… When that happens, there will be a lot of transmission work going on because, at the moment, everything here, much like everything within the engine, is completely standard and that simply won’t do when the next stage of the project gets underway. In fact, only the standard brakes have been deemed unfit for purpose and have received a seriously substantial upgrade in the shape of a D2 Racing front and rear BBK, comprising 380mm discs with eight-piston calipers and 356mm discs with four-piston calipers respectively.

    You might be expecting to find some sort of serious static suspension setup leaning far towards the performance end of the spectrum, but one glance at the photos will tell you that you’d be wrong. Marco has opted for a spot of air-ride, with an Air Lift Performance 3H kit handling the suspension duties and delivering some devastating lows when fully aired out, bringing this E91 to within a whisker of the Tarmac, the nifty controller mounted simply, just ahead of the gear lever inside the car. The interior itself has been left virtually standard, bar the addition of the M Performance gear selector and carbon roundel on the steering wheel, which has also been treated to an alcantara trim panel. What Marco has done is add some serious tech to help him keep an eye on what going on under the bonnet, with a Samsung tablet running the JB4 mobile app and displaying OBD controls and tuning plus a phone equipped with the Fuel-It app, displaying fuel temperature and ethanol content, with both pieces of tech connected to the car via Bluetooth.

    While the engine and interior may have been left standard, the exterior has not and here Marco has taken the opportunity to put his personal stamp on the car and really make it stand out. “In my company I have my own car lift where I can work on the car whenever I want,” he says. “I tried to build the car all to my own taste and wanted to use custom parts you cannot buy everywhere,” which is why this E91 looks so distinctive. Up front, and giving this prefacelift E91 a fresh and fierce look, he’s fitted a custom 1M front bumper specially made to go with the facelift bonnet (complete with carbon roundel) and headlights he’s also fitted, and the bumper has been further enhanced with the addition of a custom carbon front lip with custom carbon winglets at the corners. There are matt black mirrors and the side skirts have been embellished with custom carbon extension lips while at the rear you’ll find a custom carbon diffuser and custom carbon fi ns at the edges of the bumper, with all-red rear lights adding the finishing touch. Marco’s custom approach to styling and inherent perfectionism and attention to detail extends to the engine bay, which has also been adorned with a selection of custom carbon parts along with a custom carbon strut brace. The wheels too are, naturally, completely custom items produced to Marco’s exact specifications, 8.5x20” up front and 10x20” at the rear, a striking twin seven-spoke design finished in Sepang bronze. You might think that would be an odd choice to go with such an extensively black exterior, but they really work and just add something to the overall look of the car and the size is perfect too. The extensive use of carbon fibre, the aggressive styling and the sheer blackness of the thing all combine to make this one of the most ferocious-looking E91s we’ve ever crossed paths with. It’s just so mean and intimidating, an utterly ruthless-looking machine and one that has more than enough bite to back up its substantial bark.

    For most people, a 900hp E91 Touring would be their final goal, but Marco’s just getting warmed up and there’s a lot more to come. “I want to make a custom wide-body kit for the car,” says Marco, running through his future plans for the Touring, “another set of custom wheels, wider this time, at least 10s up front and 12s at the rear, and I’ll also build the forged engine I want so I can hit 1000whp and that will also need an upgraded gearbox, axles and diff.” Judging by what he’s accomplished so far and his dedication and determination to extract as much power as physically possible from the N54, we don’t doubt he’ll achieve his goals and the end result is going to be something truly out of this world…

    TECHNICAL DATA FILE #Single-Turbo E91 335i / #BMW-3-Series-Touring / #N54-PTE6466 / #BMW-3-Series-Touring-E91 / #BMW-3-Series / #BMW-3-Series-E91 / #BMW-E91 /

    ENGINE AND TRANSMISSION 3.0-litre straight-six #N54B30 / #N54 / #BMW-N54 / #N54B30-tuned / #N54-swapp , #PTE-6466 1.0 A/r T4 turbo ( #Comp-6465 turbo shown in pictures), twin #Tial-MVS wastegates with twin screamer pipes, custom intake piping, #VR-Speed-Factory 190.5mm stepped intercooler, Evolution of Speed intake manifold with six #Bosch injectors, #Fuel-It-Stage-3 kit with twin Walbro 450 low pressure fuel pumps, upgraded fuel lines, in-line Bluetooth-enabled ethanol content reader, #NGK 5992 spark plugs, custom exhaust with 3.5’’ downpipe to twin 2.5’’ piping, twin electronic cut-outs, twin carbon 102mm exhaust tips, custom carbon engine parts. Standard #ZF6HP six-speed automatic gearbox with steering wheel-mounted paddles

    POWER 900hp

    CHASSIS 8.5x20” (front) and 10x20” (rear) custom wheels finished in #Sepang-bronze with 225/30 (front) and 265/25 (rear) Hankook Evo S1 tyres, #Air-Lift-Performance-3H #Air-ride system, custom carbon fibre strut brace, #D2-Racing #BBK with eight-pot calipers and 380mm floating discs (front) and four-pot calipers and 356mm discs (rear)

    EXTERIOR LCI bonnet, LCI headlights, custom 1M front bumper, custom carbon front lip with custom carbon tips, carbon roundels, matt black mirrors, custom carbon side skirt extensions, custom carbon rear diffuser, custom carbon fi ns, all-red rear lights

    INTERIOR #M-Performance gear selector, carbon steering wheel roundel, alcantara steering wheel trim panel, Samsung tablet running JB4 mobile app, phone running Fuel-It app, 3H controller, single air tank in boot

    THANKS Andreas Bäckström at PPF Racing, JB4 Tuning Benelux, custom parts by Ventura Motorsports USA, Ritchino Lippelt at MALS, carbon parts by Wheelclinic Lightweight Performance, Mike Kluinhaar at Kluinhaar Bandenservice & Design, Tim Maatman for the welding, N-XTC.com/Chemical Guys for the Quartz Coat paint protection, High Quality Detailing, Tiago Vieira at VR Speed Factory
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    17 YEARS TO LIFE
    While Mike kept busy building a reputation as a rotang builder, his Series 1 RX-7 sat in the corner of the workshop, waiting patiently. No fewer than four engine swaps and 15 years’ worth of development later, it now lives life as a 20B-powered award-winner.

    Good things take time, and, sometimes, you need to try four different engines in the hole before stumbling on a winning combination. Words: Jaden Martin. Photos: Adam Croy.

    / #1979 #Mazda-RX-7-Series-1 (Savanna) 296bhp / #Mazda-RX-7 / #Mazda / #Mazda-Savanna / #Mazda-Savanna-RX-7 / #Mazda-RX-7-S-1 / #Mazda-RX-7-SA22C / #Mazda-SA22C /

    Time waits for no man, let alone his project car. A fickle concept, time — the lack thereof means cutting corners or simply never completing a build, and an abundance can lead to overexposure of a good thing. Everyone uses their time differently, and it takes true dedication to embark on a long-term project. Mike Fitzgerald’s own tango with time saw a project that was only ever meant to be a simple engine conversion rapidly turn into an award-winning street car in only 17 years.

    A keen fan of all things rotary, Mike has spent a good chunk of his years crafting a reputation as a skilled Wankel builder beneath the dim glow of fluorescent light-fittings in a Tauranga industrial-zone factory and, in that time, has, unsurprisingly, owned nearly every variation within Mazda’s RX family tree. After a quick succession of RX-2s, RX-3s, and multiple generations of RX-7s, he longed for the sleek ’80s styling of a Series (S) 1 RX-7, which is not only a great platform for a quick streetlegal track car but also one that has a long racing pedigree.

    On the hunt for a clean enough example that wouldn’t demand a Reserve Bank’s worth of dollars, he knew the trick is to avoid rust-plagued shells and find a hearty runner.

    So, when it popped up cheap, Mike snapped up this example for a steal and quickly got to work recreating the vision in his head. It now sports all the right aero protrusions that you’d expect from a car of the era. Inspired heavily by the factory Group C machines of the past, he chose to use the iconic front bumper and rear spoiler, with a modern twist through custom fibreglass dual-headlight pods and an RX-7 S3 rear bumper.

    This original incarnation saw the RX-7 driven around for two years with a simple lick of Supersonic Blue Pearl paint and 12A bridgeport under the bonnet, before, eventually, it was torn down with the grand intention to convert it to a 13B.

    During the Group C days, this was a controversial upgrade for the originally 12A-powered chassis, but it has since become a common choice for power-seekers. Mike’s plan would go one better, adding a nasty little snail on the side. But alas, this grand plan didn’t eventuate — time ticked by, and Mike had to make sacrifices while busy building other engines and cars for customers.


    The RX-7 went untouched for five years while he chipped away at other things. He accumulated parts and built all sorts of gnarly packages, none of which made its way into his own project, until the perfect naturally aspirated (NA) 13B engine with an IDA was built, ready to be dropped into the car. This was it, he thought, the car would finally be whole again. Unfortunately, that was not to be the case. A customer strolled in and made an offer that couldn’t be refused — as the old saying goes, money talks.

    It wasn’t all bad, though, as the urge in him to build the original turbo package was strong, and he promptly began prepping a JC 13B for a bit of snail-powered goodness. This one even made it into the engine bay before being ripped back out, rebuilt, and sold to yet another customer. However, perhaps that was never meant to be, as, after a bit of thought, planning, and a stroke of luck, Mike stumbled across his holy grail of engine options: a JC Cosmo 20B.

    The import engine was snapped up in a heartbeat, as he’d always loved the sound they made and the idea of shoehorning a three-rotor into the RX-7’s small frame. The tango with time had paid off, and Mike decided that binning the twin-turbo set-up in favour of a raspy NA note was the best way to go: “The 20B makes so much power with a turbo [that] they almost become undriveable. I wanted a fast, reliable package that could be street driven with ease and [would be] a weapon on the track.” A wise choice indeed, as we enjoyed the sensual sounds we heard as the car arrived at the photo shoot.

    The newly selected engine underwent a full freshen-up before it was slotted into its home inside the RX-7’s engine bay. The plates received a mild bridgeport to open up some flow for the street, and the worn old rotors were ditched in favour of new high compression S5 items with MFR rotor bearings and a freshly polished E-shaft. The conservatively built engine makes for a fast reliable street car that can and does get driven hard and is anything but a trailer queen, regularly making the trip from Tauranga to Manfeild and Hampton Downs — it also maintains summer driving duties when the weather plays ball.

    In the suspension department, there’s a custom Bilsteinshock- and-King-spring combination. But, most important, when it comes to putting power to the ground, what would a rotary be without a set of classic Simmons wheels? Typical of the era’s show-car style, the Silver 17-inch FR17s are seven inches and 8.5 inches wide, shod in the ever-popular Potenza RE002s, while, lurking behind the classic five-spoke design, are 310mm rotors gripped by Wilwood Superlite four-pot calipers up front and S3 calipers down back.

    The clean theme extends to the interior, which looks as if it’s rolled straight off the factory floor, thanks to an impressively tidy retrim. The original dash is devoid of any factory instrumentation and, instead, has been fitted with a Dash2 Pro electronic dash that displays all the car’s vitals via a Link G4+ Extreme. As for driver input, a Momo steering wheel, custom-fitted Tilton pedal box, and D1 Spec gear knob that leads down to the Mazda RX-7 S4 turbo five-speed all keep things in check.

    The man behind MRT Racing, Mike has completed practically every component from the wiring to the fabrication and rebuilding of numerous parts. Of course, no good build would be without the help of a few mates, and he also credits the final product to taking his time — although it may be a lot longer than most are willing to spare — and changing his mind a lot to get the very best from each stage of the build. A statement we don’t doubt, as he claimed two awards at REunion for best engine conversion and best engine bay — this is a car very much worthy of such accolades.

    The three-rotor 20B was only available in the 1990-’1995 Eunos Cosmo and was the world’s first volume-produced twin-turbo set-up, but Mike opted for running his NA to achieve the sensual sounds of rotary goodness.

    SHOES
    WHEELS: (F) 17x7-inch Simmons FR17, (R) 17x8.5-inch Simmons FR17
    TYRES: (F) 215/40R17 Bridgestone Potenza RE002, (R) 245/40R17 Bridgestone Potenza RE002
    PERFORMANCE
    POWER: 220kW at the rear wheels

    HEART
    ENGINE: #Mazda-Cosmo-JC-20B / #Mazda-Cosmo-JC / #Mazda-Cosmo / #Mazda-Cosmo-20B , 2000cc, three-rotor
    BLOCK: Mild bridgeported JC plates, S5 rotors (9.7:1), MFR bearings, polished E-shaft, S6 exhaust sleeves, modified oiling system, Racing Beat adjustable regulator
    INTAKE: #X-Air-Performance over-the-radiator (OTR) panel intake, four-inch alloy intake pipe, 20B throttle body, port-matched intake manifold
    EXHAUST: Two-inch three-piece headers, long primaries into three-inch collector, V-band clamp three-inch pipe, urethane mounts, Adrenalin R chambered resonator and eight-inch three-pass stainless muffler
    FUEL: Custom 60-litre alloy drop tank, 1.5-litre surge tank, three Russell highflow fuel filters, Mallory 110 lift pump, Proflow 500hp (373kW) electronic-fuel-injection (EFI) main pump, Teflon braided line, XRP and Speedflow fittings, fuel-pressure regulator, custom fuel rails, S5 turbo primary and 20B secondary fuel injectors
    IGNITION: #NGK plugs, MSD HT leads, six #Bosch coils, three two-channel ignition modules
    ECU: Link G4+ Extreme tuned by Dtech Motorsport
    COOLING: Toyo Racing S5 alloy radiator, alloy overflow tank, S4 oil cooler, electric water pump, electric fan, 20B oil-metering pump
    EXTRA: Stripped engine bay, strengthened steering box, custom diagonal engine mounts, baffled sump, side-mounted alternator, Nascar carbon breather tank, custom alloy radiator shroud, heat shields, washer tank

    SUPPORT
    STRUTS: Bilstein shocks, King springs
    BRAKES: Tilton pedal box, Tilton master cylinders, L300 reservoir; (F) Wilwood Superlite four-pot calipers, 310mm rotors, Wilwood Polymatrix street/ track pads; (R) Mazda RX-7 S3 calipers, standard rotors
    EXTRA: Nolathane bushing kit

    DRIVELINE
    GEARBOX: Rebuilt Mazda RX-7 S4 turbo five-speed, shortened gear-shift remote, and short-shifter
    CLUTCH: Xtreme Motorsport kit
    FLYWHEEL: Xtreme chromoly 10-pound
    DIFF: S3 RX-7 LSD (4.4:1)
    OTHER: 64mm driveshaft, custom driveshaft Hoops

    Often overlooked, the interior makes a point of appearing as if it were still in the dealer’s showroom, with reupholstered factory trim in black marine vinyl along with grey cloth inserts, a new rear carpet, and refurbished plastics The custom fibreglass dualheadlight pods put a modern twist on an old classic, replacing the pop-up option it originally came with.

    DRIVER PROFILE

    DRIVER/OWNER: Mike Fitzgerald
    AGE: 45
    LOCATION: Tauranga
    OCCUPATION: Automotive engineer
    BUILD TIME: 15 years
    LENGTH OF OWNERSHIP: 17 years
    THANKS: Lance at RS Automotive; Grant at Penrose Motors; Dave, Mark, and Tony at Dtech Motorsport; Shane Hazelden Engineering; mates Josh Sargent, Andrew Daly, and Derek Jensen; Toby at GSS Performance; Noel at Nostalgia Motors; Reece at Regal Upholstery; Adrenalin R; Ronnie at RSL Automotive Performance; and Toby at BOP Polishers.

    EXTERIOR
    PAINT: Supersonic Blue Pearl
    ENHANCEMENTS: RX-7 S3 rear bumper, Group C front and rear spoilers, alloy bash plates, custom fibreglass headlight pods, registration-light delete
    INTERIOR
    SEATS: Factory
    STEERING WHEEL: Momo
    INSTRUMENTATION: Dash2 Pro electronic dash,
    ICE: Pioneer DEH-X head unit, Lanzar DC 64 pro-series front components, twin Pioneer 12-inch 800-watt-max subwoofers, Pioneer Class A amplifier
    EXTRA: Reupholstered factory interior in black marine vinyl with grey cloth inserts, new rear carpet, refurbished plastic trims, modified steering-box mounts
    PERFORMANCE
    POWER: 296bhp / 220kW at the rear wheels
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    VW mk6 GOLF R / Is this tastefully upgraded Golf R the ultimate all-rounder?

    HIGH STANDARD / #Volkswagen-Golf-Mk6 / #Volkswagen-Golf / #Volkswagen-Golf-VI / #VW-Golf / #VW-Golf-Mk6 / #VW-Golf-VI / #VW / #Volkswagen / #Volkswagen-Golf-TFSI / #Volkswagen-Golf-2.0TFSI / #Volkswagen-Golf-2.0TFSI-Mk6 / #Volkswagen-Golf-2.0TFSI-VI /

    After cutting his tuning teeth on #JDM metal Stan Kowalski thought he would try a Dub or two. We think he made a wise decision… Words: Sean Matthews. Photos: Neil Sterry.

    It’s fair to say that not all journeys that start from A necessarily find their way to B. Even with the best intentions, the route we take in life (whether it’s career, serious life decisions or, in Stan Kowalski’s case, his favoured car scene obsession) can naturally digress and before we know it we’re travelling in the opposite direction. Fortunately, this doesn’t have to be a negative thing, as Stan’s stunning Mk6 clearly demonstrates…

    You see, the New York native started out favouring brands from the ‘Land of the Rising Sun’, having owned a few Mitsubishis. “When I was younger I was a JDM guy,” he admits.

    “When I got my license I got my first second-gen Mitsubishi Eclipse. After that I thought I’d try a Subaru out. I actually crashed the Subaru 18 days after having it. I then got myself back into another Eclipse straight after, then onto an Evo. It wasn’t long before I blew up the stock motor.

    I rebuilt it and then decided to take it on the track. However, I ended up blowing up the rebuilt motor due to a fuel injector failure. I really liked to race cars but after all I was getting older, and thought better about getting into trouble getting caught doing street racing. So I figured I’d try the show scene instead…”

    A factor that gave Stan the direction to change the scene he was involved in was actually his mum. “She had always told me that she saw me driving a GTI,” he explains. “With that I decided to go on the hunt for a Mk4 R32.

    I sold the Evo with the blown motor, which I ended up getting good money for.” Looking through all the standard avenues, such as Craigslist and cars.com, yielded no clear or promising results for the right Golf so the next step was to hit the ‘wanted’ section on Vortex and post up details of his dream R32. A reply from Massachusetts arrived, with the seller needing his car gone fast. Stan went to see the car in question and fell in love with it instantly.

    This may have been assisted by the fact it had a Stage 2 Vortech V9 supercharger! With 333 all-wheel- horsepower and 320lb ft of torque the R32 had more than enough go to see off many cars and keep its new power-obsessed owner happy.

    Whilst owning the R32 Stan and some friends started the #VW club ‘VolksNation’, whom you may have seen on Instagram and which has a healthy following across the world. “Me and my friend Joel started the group. We have a whole bunch of different members, some in New York, some in Pennsylvania, and some in New Jersey. We are about 65 strong but we are continuing to grow.” To say he fell into the dub scene hard is clearly an understatement!


    However, another reroute was about to occur and it wasn’t long before Stan was already feeling the pull from another über Golf. “I was going to all these shows in the R32 and all it had was the supercharger, wheels and suspension. Everyone else was going crazy with all they do to their cars and I wanted some of the action… but this time I wanted to seriously modify a Golf R. So, even though it was hard to give the R32 up, I put it up for sale for sheets and giggles at $23,000. It was a steep price but I could afford to as I didn’t need to sell it. And what do you know? Someone came and gave me $23,000 for it!”

    So by June 2013, with his back pocket full of cash, Stan ventured to his local VW dealer and put a down payment on a Tornado red Mk6 R. Whilst waiting for his ride to turn up, other money was being ploughed into parts waiting to grace the Golf ready to take it to the next level. “I bought a downpipe, a cat-back exhaust, a high pressure fuel pump and an intake – basically everything United Motorsports (UM) suggested I need to get the car to Stage 2+. I haven’t had it on the rolling road yet but I have seen in many places that 330whp and 400lb ft is normal.”

    Stan trusted United Motorsports’s guidance already as he had found the guys there to be a great help when he owned his ’charged R32 previously, as it had not been running right when he first bought it. “As I had a lot of trust with Jeff when he worked on the R32, I only wanted him to work on the R,” Stan explains.

    Stan’s next plan of action was to work on the chassis of the R, and it was his chance to fulfil a long held ambition to ride on air. Through more recommendations Open Road Tuning in Nashville came up trumps and was contacted to provide Stan’s car with Air-Lift Performance struts and the ubiquitous V2 auto-pilot management. “I went to them for the hook-up because they gave it to me at a pretty good price. Originally, the boot build and the installation I did myself but then a friend of mine from our VolksNation club opened a shop in Astoria, Queens and suggested we do the trunk setup differently, so I took it to him.” The boot received a subtle tweak, the tank being painted in the same shade of red as the R and some vinyl work was added in for good measure.

    An Autopower Industries roll-cage, cordially powdercoated body colour, was then bolted-in, and this completes the rear. The forged Watercooled Industries three-piece MT10 wheels add the finishing touches to the look of the car, giving it a real concept sports car-style that wouldn’t look out of place at an international autoshow.

    And the best part of the build for Stan? “Ah man, I just love the whole car. I take it to shows and everyone else seems to love it just as much as I do. People come up to me and take pictures of the R and ask how I got so much done in such a short time. It helps to have a garage full of parts whilst you wait for your car to be delivered! I used to go to shows and never win but in the past year I’ve taken first place at Volkswagen Show New Jersey and first place at Waterfest. I went to H2O International and ended up getting nominated for ‘Top Dawg’ which was a great feeling. But when I saw what I was up against, I was like ‘damn…’ as they all had shaved bays and crazy swaps. But it was a real honour to be in the ‘Top Dawg’ competition.”

    Most recently Stan was representing Volksnation at Dub Expo in Atlantic City, winning ‘best in category’ and the coveted ‘best of show’. Stan and his fiancée Nicole are planning to get married this summer, so the changes that are still to come will have to be done on a slightly tighter budget. These will include hydrodipping the wheel centres and bumper plastics, shaving the badges and side markers to give it a subtle makeover.

    It seems that Stan’s journey from JDM fan to serious Dub player has found its true course, with no end to this route in sight. We have a feeling we will be watching him as he continues to weave his way through the VW tuning scene for a long time to come.

    “People come up to me and take pictures of the R and ask how I got so much done in such a short time”

    Dub Details
    ENGINE: 2.0-litre four-cylinder TFSI #VW-K04 , #CTS-Turbo intake, #Forge-Motorsport intercooler, coolant hoses, and diverter valve, #Integrated-Engineering valve cover, R8 coil packs, #NGK spark plugs, #BSH engine mounts, #Magnaflow cat-back exhaust, #APR downpipes, #Performance-Haldex controller, #Southbend Stage 3 endurance clutch, #Tyrolsport solid shifter bracket bushing, #ECS-Tuning cross-drilled/slotted discs with Hawk pads, Tyrolsport brake caliper stiffening kit, #Tyrolsport Master Bracket

    CHASSIS: 9.5x18” #ET41 10x18” #ET38 WCI MT10 wheels, 205/40/18 and 215/40/18 Nitto Neo Gen tyres, #Air-Lift-Performance Series fronts and Double Bellow Bags rear, #AutoPilot-V2 air management, #H&R anti-roll bars, #Tyrolsport-Deadset subframe collar kit, Tyrolsport Deadset rear subframe kit

    EXTERIOR: ECS Tuning carbon fibre front lip and rear diffuser, CS Tuning carbon fibre side skirts, black vinyl wrapped roof, rear wiper delete, carbon fibre side view mirror caps

    INTERIOR: Cipher Auto racing seats, Takata racing harnesses, Autopower four-point bolt-in cage, rear seat delete, carbon fibre interior trim work, Forge shift knob, custom suede trunk setup, Rennline door straps, LED lights

    SHOUT: Mike and the guys at Tyrolsport, Chris and the guys at #C&M-Performance , Brett and the guys at The Custom Shop, My fiancée Nicole, My Volksnation team
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    REVO A3 Savage, Stage 4 2.0 TFSI / REVO A3 TRACK CAR

    HEAVY HITTER
    Revo Technik prove that a regular A3 2.0 TFSI can be taken to Stage 4, to create a reliable and seriously fun track car. Words Davy Lewis. Photography AJ Walker.

    Those of you who have been with us from the start, may recall we introduced Revo’s stock looking A3 in our Projects section back in issue 001. The silver, three-door 2.0 TFSI quattro was pretty unremarkable, and looked a bit lost amongst some big-power RS models. But, I had a sneaking suspicion that this humble A3 was going to become something rather special...

    the #Revo-Technik always run a fleet of the latest Audis, which are central to their development work (it just so happens they’re also great fun – perks of the job I guess!). But with access to a 550bhp S7, 400bhp S3 saloon, a 470bhp S5, and an SQ5, plus plenty of other cool cars, what on earth made them buy a #2005 A3?

    “Whilst all our cars are developed to perform, our demo fleet has always consisted of the latest and greatest Audis. There’s a high value in them and we’ve always been precious about who drives them,” says MD, Mark Yates. “We wanted to build a car all our staff could have a go in; something not so elitist that a wider audience could relate to but, more importantly, something that could showcase the potential of Revo products on what could be classed as an underdog platform.”

    It would give them something on which to demonstrate their range of tuning products, and prove that a regular Audi, like an A3 2.0 TFSI, could be tuned to Stage 4 to create a reliable and fun car. An 8P A3 made sense on many levels. For starters they’re a lot cheaper than an S3 – you can pick one up from around £4k as opposed to £10k+ for a decent, early S3. Okay, it makes do with 197bhp compared with the S3’s 261bhp, but with plans to rebuild the engine with a big turbo anyway, that wasn’t an issue. It’s a quattro, so there’s no problem with traction. And there are plenty around. “We always planned to strip it back to a bare shell so we could fit a multi-point roll cage,” says Revo’s Kev Hall, “So luxuries like electric leather seats, Bose audio and the other S3 goodies would’ve been wasted on this car.”


    The build itself has taken the best part of a year. That’s mainly because the guys have been so busy taking the company forward – there simply weren’t enough hours in the day to work on the A3, too. But, over the last couple of months, it’s really started to come together. It is however very different to how it began.

    The 2005 2.0 TFSI quattro was picked up for around £4,500. It had a decent spec, with leather seats etc, which were soon removed. The engine came out and the stripped out car was sent off to have a full FIA-approved roll cage fitted. The only interior bits left were the main part of the dash and some of the centre console. Everything else had been removed, including the surprisingly heavy sound deadening. The beauty of working in the vibrant #UK #VAG tuning scene was that Revo had no shortage of top line partners to turn to for upgrades.


    While the rolling shell was being worked on, the guys got busy with the engine build. Having initially planned to create a blog to show people how to take a stock car like this all the way to Stage 4 or 5, they realised the turbo on the 100k-miler was in poor shape. So they jumped straight to a Stage 3 K04 setup and then on to Stage 4 with the GTX3071.

    The engine was rebuilt using forged internals to prepare for its life of hard track use. This would also allow some big boost to be applied without the rods and pistons trying to make a bid for freedom from the block. You can see the detailed spec on the final page of the feature, but the focus has been on creating decent power while maintaining reliability. Keeping the charge temps down was a vital part of this, so the large Revo front mount intercooler plays a pivotal role in things. It reduces inlet temps by up to 35 percent.

    For the large GTX3071 to do its job effectively, the exhaust needed upgrading. Scorpion came to the rescue with a 3in turboback system. With the all important downpipe now far less restrictive, the 2.0 TFSI could breath more effectively. The system currently runs two boxes to keep the noise as low as possible to avoid failing any circuit noise tests. A down-turned tailpipe also helps to filter the sound more effectively.

    Peak power figures are great and it’s the thing people always get hung up about, but a big peak power figure is largely useless if it’s only accessible in the outer reaches of the powerband. So Revo have developed their Stage 4 software to offer bundles of usable torque throughout the rev range. Being fully in control of everything the engine is capable of doing, lets them get the most out of the car. It may be a track machine, but as it’s road legal and the setup is so flexible, you could still pop to the shops in it – if you really wanted to. As most Revo customers want tuning solutions for their road cars, it had to be this way.

    Our man, Adam Walker, road shotgun for some fast laps around Bedford Autodrome and called me straight afterwards to say it’s one of the quickest cars he’s been out in. Considering he spends his time shooting RS6s and the like, often with over 700bhp, this is impressive. Of course part of the reason this thing feels so rapid is the no compromise way it does its job. You can hammer it into a turn, braking incredibly late – then turn in and get back on the power to exit in rapid fashion. The grip is immense and you can really feel the g-forces at work as the A3 does its thing. It’s here that you’re glad of the Cobra seats and harnesses, which prevent passengers from eating the dashboard and allow the driver to stay firmly supported through some rapid changes of direction.


    Inside, all creature comforts have been removed. But then this was always intended to be an out-and-out track car. As you’d expect, with no sound deadening or trim to insulate you from the vibration and noise, plus those polycarbonate windows, it is quite lively inside – especially when you provoke that 480whp lump! With the glass removed, along with all of the interior trim, I’d estimate that well over 150kg has been saved, although bear in mind a fair amount has also been added with the installation of the multipoint roll cage.

    The main part of the dash has been left in tact, although it has been cut to allow the cage to be properly fitted (no dash dodger efforts here!) The centre console now featured a custom panel which houses a smattering of gauges from Demon Tweeks. These include essential engine health monitors such as EGT, air fuel ratio and oil temp.


    A competent chassis is a basic prerequisite for any track car. You can have all the power in the world, but if you can’t use it effectively because the brakes, suspension and tyres aren’t up to the job, then it’s pointless.

    The Bilstein Clubsport coilovers provide a multitude of adjustability for both bump and rebound (as well as height of course) to get the perfect set up for track. For a car with less weight and the possibility of running slicks at some stage, the Clubsports allow all of these variables to be taken into consideration. With adjustable top mounts, the camber can also be fine tuned to get the front end dialled in. Some negative camber is key to this A3’s keen turn in which also offers staggering levels of grip. This is due in part to the Wavetrack differential which helps to maintain traction, even in the tight turns. Eibach provided uprated anti-roll bars front and rear, which really do come into their own on track. This thing has practically no pitch or body roll, thanks to this highly effective set up. The next chassis upgrade was a set of Powerflex Black Series poly bushes. On a ten year old car, the stock bushes are bound to be past their best, leading to play in suspension and steering components. The Black Series kit has been developed for track and firms everything up. This gives a very tight and direct feel to the handling.


    When it came to the outside, Revo wanted a more aggressive look – but it had to be functional. The RS3-style front bumper certainly does the trick, and together with the honeycomb grille also helps airflow to the engine. With Revo’s own light weight 8x19in RV019 wheels fitted, the front arches would have needed some work, plus the RS3-style front bumper was designed to fit wide arches, so a set of fatter arches were also added. The car is essentially finished now. All that’s left to do is find some time and decent weather to go and lay down some performance times.


    Of course, you don’t have to go to the extent that Revo has with their stunning creation. You could use some of the upgrades to create a highly competent and fun road car that can also be used for the odd track thrash. And with A3 2.0 TFSIs starting at around £3k, building an S3-beater needn’t brake the bank either. Just go and see team Revo...


    SPECIFICATION #Audi-A3-2.0TFSI-Quattro / #2005 / #Audi-A3 / #Audi / #Audi-A3 / #Garrett / #Audi-A3-8P / #Quattro / #Audi-A3-2.0TFSI-Quattro-8P / #REVO-A3-Savage / #Revo /


    Engine 2.0 TFSI, #Garrett-GTX3071R , #Revo built engine using #Carrillo rods and pistons, #Scorpion turbo-back exhaust with down turned tailpipe, Revo Intake kit, Revo runner flap delete kit, #HPFP and upgraded RS4 injectors, TT RS low pressure fuel pump, TT RS fuel pump ECU, Revo catch can kit, Revo boost tap kit, Revo throttle pipe, Revo engine mounts, #Forge-Motorsport silicone hose kit, Revo FMIC, #NGK Spark plugs BKR8EIX, AEM water/meth injection.

    Power 480-485bhp (at the wheels) and 550-580Nm

    Suspension #Bilstein Clubsport coilovers, #Eibach ARBs front and rear, Powerflex Black Series bushes, Wavetrack LSD, uprated clutch and flywheel.

    Brakes Revo/Alcon big brake kit Wheels and Tyres Revo RV019 alloys in gloss black with Dunlop Sportmaxx.

    Interior Fully stripped out, including sound deadening, with only top of dash remaining, Custom Cages FIA/MSA-spec welded-in roll cage, bespoke Cobra Suzuka Pro GT seats, bespoke Cobra harness and pad kit, flocked door cards with red door pulls, gauges (boost/EGT/OT/AFR) in custom flocked panel, fire extinguisher kit, Sparco steering wheel, battery, DV+ supplied by #Demon-Tweeks , AEM water meth kit.

    Exterior RS3 style front bumper and grille, RS3 style rear bumper with gloss black rear diffuser, Plastics4Performance polycarbonate side and rear windows, custom gloss red wrap with Revo graphics, black Audi rings, Revo badge, rear wiper delete, gloss black rear spoiler.

    Thanks Revo’s master tech/racecar engineer Kev Brown for building the beast. Our partners/suppliers: Bilstein, Cobra, Demontweeks, Dunlop, Eibach, Forge, Meguiars, Powerflex, Scorpion, Wavetrack and special thanks to Revo MD Mark Yates for instigating the project and driving it with his enthusiasm and wealth of motorsport knowledge.

    Top Revo’s Paul Farenden was test pilot for the shoot.

    Top: Only the dash remains inside Above right: Cobra seats and harnesses with Revo branding Facing page: The 2.0 TFSI is running Stage 4 and over 480bhp at the wheels.

    Facing page top Revo RV019 wheels and big brakes Left: Fully committed on track at Bedford Above: Final checks before the track session Above right: The FIA multi-point roll cage.

    Top: The Revo A3 is a monster on track.


    BEDFORD AUTODROME

    Huge thanks to Bedford Autodrome, Motorsport Vision and also MSV Trackdays for allowing us to shoot the A3 at one of their events. If you haven’t been, Bedford is a fantastic venue with a huge amount of run off, allowing you to really push your car to the limit. MSV Trackdays run events at many circuits, which is a great way to spend a day. Head to www.msvt.co.uk.
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    STEVEN’S / #BMW-E31 / #BMW-850Ci / #BMW-850Ci-E31 / #BMW-850i-E31 / #BMW-850i / #BMW

    I have lusted after BMW 850s since they were released in #1989 – when I was a very impressionable nine-year-old with supercar dreams. With a new price tag in excess of £60,000 it was a car I never thought I would ever own and is, in my mind, one of the greatest BMWs ever produced. After selling my E46 M3 I’ve been in the market for a new car and when this white #1993 850Ci came across my radar I simply couldn’t resist.

    It’s an early model Ci with the #M70B50 engine, auto ‘box (unfortunately) and is in desperate need of huge amounts of TLC. She is named Hiro in honour of my daughter’s obsession with a character in Thomas the Tank Engine (everyone names their cars, right?).

    I found Hiro for sale locally, where she had sat for a year with (from what I can tell) no movement at all. The batteries were toast, the tyres were flat, and it was far and away the dirtiest car I had ever seen. Nevertheless, it was love at first sight, and after slashing the asking price and ignoring the absence of any vehicle history, I drove away with absolutely no clue as to whether I’d make it home.


    On the plus side she had genuine E31-specific 17” Alpinas and an aftermarket exhaust which gave the V12 a gloriously exotic soundtrack. Who needs a stereo?

    On initial inspection, I soon knew I had my work cut-out: the suspension needs a total overhaul; it has a seized brake caliper; there are several rust patches; the sunroof is unplugged as it jams; the interior is in a poor state; and it seems to run intermittently on six cylinders!

    The first plan of attack was a complete service, so I ordered eight litres of Castrol’s finest (semi-synthetic 15W40 – amazingly cheap compared to servicing my E46 M3 with 10W60) along with Mehle oil, air and fuel filters and 12 #NGK spark plugs. Unfortunately, the kit I ordered only supplied one air filter (each bank of the ‘V’ has its own) and the oil filter didn’t fit! However, a quick trip to my local Motor Parts Direct sorted me out and the (worryingly) black stuff was replaced with some decidedly less dirty dinosaur juice. Whilst replacing the sparks, I noticed a damaged HT lead on cylinder six, which was probably the cause of my occasionally sixcylinder #M70 / #BMW-M70 . I ordered a replacement from a breaker and after fitting I am once again the proud owner of a #V12 … for now.
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    Chris Low-Foon, Croydon #2000 #Audi-TT-Roadster #Audi-TT-8N #Audi-TT-Quattro

    I originally purchased my #Audi-TT-Roadster-8N in November 2012. Typically, at that time, it wasn’t the sort of car I was intending to buy. However, there was something about this one that caught my attention.

    The colour (Nimbus grey) was something I never knew the Series 1 #Audi-TT (Audi TT 8N )came in and instantly fell in love with the uniqueness and rarity of it. The colour pretty much sold me and I only had a quick look around before immediately making the decision to buy it. I already had my mind set on how I wanted it to look, and what needed to be done to it to stand out from the rest, as I’ve done with all the cars I have previously owned. Being the 180 bhp version, it came with the singletailpipe exhaust and I immediately knew I wanted the dual exit type, so not long after completing the purchase I had a cat-back Milltek exhaust system installed by AmD Essex, with twin tailpipes of course.

    The karma of buying a car too quickly bit me back, as I soon noticed to my despair that the turbo had become increasingly smokey. I weighed up the costs of putting a like-for-like back on, or upgrading it, and eventually made the decision to upgrade to a K03 Hybrid built by Beach Buggy Turbos, consisting of a K04 turbine, billet K03S compressor and an uprated 15 psi actuator.

    From this exact point onwards, the modification bug bit me and money started flowing into the car. A set of 225 injectors were ultrasonically cleaned and flow-tested, along with a 225 MAF sensor, Creation Motorsports TIP, Toyosports FMIC and a Forge 007p diverter valve which nicely accompanied the turbo. The car was last dyno’d at Garage Streamline at 269 bhp.

    From there, one thing led to another and I ended up back at AmD Essex again for the installation of a set of AP coilovers and the 18-inch Mercedes Eltanin alloy wheels. This car attends a number of car shows and events around the country, and it won Car of the Month in March 2013 at PREPT which is a monthly gathering at Brands Hatch.

    At the end of May 2014 we took the car for a 2500-mile road trip through Germany to Worthersee in Austria, stopping at various museums and attractions along the way including the famous Nurburgring. I am extremely pleased to say the TT performed amazingly without a fault and was such a pleasure to drive!

    Brief specification
    #Audi TT (180) quattro
    • Nimbus grey, 73,000 miles
    Engine:
    • AUQ 1.8T (Originally 180 PS, now 269 bhp)
    • K03 hybrid comprising K04 turbine, billet
    • K03S compressor with an uprated 15 psi actuator
    • Relentless 3-inch downpipe
    • Milltek Sport resonated twin-tailpipe exhaust
    • Interchangable decat (bolt-on sports cat, never used)
    • N75 Race valve
    • N249 Delete
    #Forge 007p dump valve
    • Creation Motorsports turbo intake pipe
    • 225 MAF sensor
    • 225 injectors, ultrasonically cleaned and flow-tested
    #NGK spark plugs BKR7E
    • Drilled airbox
    • Revo panel filter
    Suspension and wheels:
    • AP coilovers
    • Adjustable tie bars
    • Fully polybushed front wishbones
    • Polybushed dogbone mount
    • Mercedes Eltanin 18-inch alloy wheels, with Bridgestone Potenza tyres
    Other upgrades:
    6000k HID Xenon headlights
    Recent servicing
    New CV boots, top mounts, ball joints, new brake pads and discs all round, air-con recharged and diff oil serviced.
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    BLACK EAGLE

    This, quite literally, show-stopping UK #E28 boasts an impossibly shiny #M106 under the bonnet, a massive turbo and the small matter of 500hp. In a word: epic. Built with sheer passion and devotion, this stunning 500hp #BMW-E28 is the ultimate evolution of a near decade-long project. Photos: Steve Hall.

    We all love our cars (when they’re working) but it’s rare to come across someone for whom their car really is everything to them. Marsel Theodhori is one such man. His passion for his E28 is unrivalled in anyone I’ve ever met, and it’s this raw, unbridled passion for what was once a humble E28 that has driven him to build one of the finest examples out there. I have a soft spot for the E28 – I owned a #518i Lux for a year some time ago, which I bought for the princely sum of £400. It was so charming, characterful and modern in the way it drove, that it instantly became a member of the family. It didn’t miss a beat over those 12 months and when the time came to sell it, I was genuinely sad to see it go. I think about it often and the way it has lodged itself in my memory and affections means I can definitely relate to the way Marsel feels about his.

    Marsel is an interesting man – passionate, intense, intimidating perhaps, but a really nice guy and one with more than a few stories to tell. And his E28 is even more interesting. His love for the second generation 5 Series began when he was just 14 years old. “Growing up in Albania, my neighbour had a white E28 #Alpina and every time I saw it, I thought it looked fantastic. I loved the looks and my dream was to one day have a car like that.”

    Fast forward to 2005 and by now Marsel was in the UK when he spotted this humble #E28 #525e . He had loved it from afar, with it belonging to his good friend, Nick Rundall. When Nick wanted to move on to a newer model (and knowing that it needed work and that Marsel was in the motor trade), he gifted him the car, beginning a nine-year journey which resulted in the car you see in front of you.

    Marsel has named this car the Black Eagle, a touching patriotic nod to his homeland of Albania (whose red flag bears the image of a black double-headed eagle) and the Order of the Black Eagle, the highest title that could be bestowed upon a citizen of Albania.

    The last time the E28 saw the outside world was in September 2012. Marsel had spent seven years working on the car at this point and had built it up to a very high standard. He had sourced an M106 engine for it, which was fitted to an #E23 #745i – a 3.4-litre turbocharged straight-six that was loosely based on the #M30 , developing 252hp at 6psi (0.4bar) of boost. That’s a good starting point, but Marsel wasn’t content with that so a whole host of work went into the engine to get it uprated to handle a serious increase in power.

    Marsel’s E28 was suitably recognised at that point for the great car it was; it even had a brief moment of fame in print: “It had a feature in Total #BMW in April 2012 and it had been appearing at most of the shows that year. It was putting out 360hp+ and I travelled to a lot of places, enjoying the result of a very long build. I was just making the most of it so I was really driving it hard and the car was responding well. It made an impressive appearance at the Gaydon BMW Festival and the Santa Pod BMW Show that same year where it won Best of Show.”

    Show glory is one thing, but 360hp is another and Marsel is the sort of person who enjoys driving his cars. “I’m an engineer by trade but also a very heavy-footed driver,” he says. “I really love driving sports cars to their limits. Well, that pleasure cost me one day when I blew the #K27 turbo, which was the original item fitted to the M106 by BMW. That turbo was designed originally for 0.4bar and I was pushing close to 1bar for about 3000 miles until it started to smoke off throttle. The car came off the road at the end of September 2012.” That’s when Marsel started to think big. He decided to make the most of the unfortunate situation and realise the true potential of his E28: “I wanted to build a car that would win shows and blow people away. I wanted to build the best E28 that I could,” he says.

    Step one was choosing a new turbo that would give Marsel the power he was hungry for. “The K27 was removed and I started making plans for a new, more sophisticated turbo. Considering the potential of these engines, I had to seriously consider a major upgrade on all fronts. Unfortunately, in this country we have a limited market for such applications and turbochargers. Therefore there was only one place I could look to: the USA. In the States there are hundreds if not thousands of stockists and manufacturers of performance parts and turbochargers.

    “Hunting for the best deals, I came across a #Garrett-GT4202 turbo for half of the UK price and bought it straight away.” The #GT4202 is rated for up to 1000hp, giving Marsel plenty of headroom on the power front. However, it is significantly larger than the K27 so it gave Marsel a bit of a headache when it came to fitting. “I had the turbo hanging from the ceiling at one point,” he explains, “and I was lowering it into the engine bay so I could tie it into place. That meant I could start calculating how it would sit in the engine bay and what sort of manifold I would need to fabricate for it.” The massive turbo fits in the engine bay, just, but there was the small matter of the bonnet getting in the way, so Marsel had a custom item made with a neat cut-out for the turbo to peep through.

    While the whole car is finished to an incredibly high standard, the engine is what this car is all about. When the bonnet pops, the engine bay draws in BMW fans like bees to honey. Every square inch of the bay has been polished to within an inch of its life, every hose is braided, every pipe is blue and the blue-and-red colour scheme has been executed with serious attention to detail – the oil filler cap is blue and even the washer fluid and coolant are red and blue.

    The turbo sits on a beefy modified M106 manifold with a custom stainless steel top mounted flange neck, with a 4” downpipe, which slims to 3.5” to clear the bulkhead before expanding to 5” for minimum restriction and splitting into two 2.5” pipes which run to a custom Frtiz’s Bits back box. The turbo itself is served by a 5.5” core chargecooler with a custom top panel, itself mated to a 55mm twin-core 500x630mm chargecooler rad. You won’t find any highflow induction kits here – the turbo has been fitted with some silver mesh, presumably to stop people and animals from being sucked in, and that’s it. Beyond the bling, there’s serious engineering evident wherever you look: the turbo is braced against the engine and the entire engine is braced against the strut brace. This is because once, under hard braking, the engine tilted forward a fraction and that was enough to push the viscous fan into the thicker rad that Marsel had fitted. To ensure that doesn’t happen again, he took the precaution of bracing the engine to stop any unwanted movement.

    Of course, the dazzlingly shiny exterior is just the tip of an extremely comprehensive iceberg. The data file reads like an engine builder’s wish list and no expense has been spared in building an engine that will deliver a lot of power happily and comfortably, day in, day out.

    The H-pattern con rods and #Mahle forged low compression pistons have been carried over from the previous build, along with the #Glyco race bearings, but the ported and polished NA cylinder head is new, as are the titanium double valve springs, sodium-filled exhaust valves and titanium rockers and rocker shaft lockers. The engine is fed by twin #Bosch 044 fuel pumps, and there’s a fuel cooler, 1000cc Bosch injectors and Marsel has used an #E34 #535i inlet manifold with an original 3” reverse-mounted throttle body. It is the engine you would build if you could.

    As the old saying goes, power is nothing without control, and Marsel has ensured that every supporting component has been suitably upgraded to ensure that the rest of the E28 can handle all the power that’s being developed by the engine. On the transmission front there’s a fully-rebuilt dogleg gearbox with a custom short clutch master cylinder, M535i driveshaft and propshafts, restored 3.07 M5 LSD and upgraded race-spec motorsport diff mount. Peer under the rear of the car and, as well as an immaculate and impossibly polished back box, you will see the diff cooler and diff pump mounted below. On the suspension front you’ll find #GAZ Gold race coilovers all-round with 550lb springs up front and 250lb rears, which have been carried over from the first build, with fully adjustable rose jointed front upper top mounts, fully adjustable rear top upper mounts, front and rear thicker, uprated antiroll bars, with Powerflex bushes all-round, new wheel bearings and all the various suspension components have either been renewed or reconditioned.

    The brake setup that Marsel had first time around worked well enough for him to keep it so he just renewed the components with four-pot front Brembos calipers from an E31 840Ci and 324mm discs and 300mm rear discs mated to E28 #M535i calipers, with Goodridge braided hoses throughout. Marsel hasn’t forgotten about the looks in all of this and has poured his heart into getting the exterior styling exactly to his tastes. The body was stripped and the car was given the full M5 treatment, while new headlights and chrome rear lights have also been fitted. Various components have been polished and rechromed, such as the window surrounds, door handles and the C-pillar inserts, with the resulting brightness contrasting beautifully against the Jet black paint.

    The wheels are an interesting choice. Previously, Marsel was running #BBS RSs before switching to these Fomb 17s, which he’d had refurbed in black for its big reveal in 2014. He had been planning to get the BBSs ready for our shoot, but as they needed to be refurbed and have new barrels, it was no small task. Also, as he pointed out, everyone has BBS RSs – they’re gorgeous, classic and iconic wheels, but they are a bit of a trend right now. Marsel wanted something different for the E28 and that’s when he decided to stick with the Fomb wheels, and give them a fresh look by getting the dishes diamond cut. The end result? Pretty spectacular. With an all-black finish, the dishes were completely lost, but now you can really appreciate just how dishy they are and they tie in perfectly with the polished elements across the whole car.

    The interior hasn’t been touched during the past two years but it was so nice there was no need to do anything. The retrimmed front seats still looks like new, as do the recolonised rears and, despite the colour, the carpets, door carpets and doorcards are completely original, which is particularly impressive as they are insanely clean.

    “I really wanted to impress the UK BMW world by getting out to all the shows this year. I badly wanted this car to shine like a star and drive like a bullet so the final piece of the puzzle was to give the car another remap,” Marsel explains. “The only man that I would ever trust in tuning this car is Sam Borgman at TDI in Lakeside, Essex. Sam and I have spent a considerable amount of time together in perfecting this car. On 3 August the car was on the hub dyno being tuned and ready for the road. Sam had it set within a couple of hours and managed to get a comfortable 500hp which I think is more than enough for driving pleasure. The car is now running like a dream – just like I wanted it to be.” And with that, it was time to unveil his creation to the world.

    “The first major show I took the car to was the Gaydon #BMW Festival. It got a lot of interest from all the visitors throughout the day and I had the chance to meet and chat with some true motoring enthusiasts. I had plenty of tech talks during the day and I really enjoyed it. It was actually the first time I had taken my wife Leonora to a car show and she was also amazed as to how many people really loved the car. That day I won Best of Show and I felt very happy and proud of this achievement.”

    That’s been pretty much the formula for Marsel and his E28 – turn up to a show, wow the crowd and take home silverware. Almost Famous at the Ace Café? Best of Show. Players? First out of the top 20. Santa Pod BMW Show? Best of Show, which, as we mentioned, he’d already won with the car in its previous incarnation back in 2012. Then there was the time he went along to VAGRoots for fun and, despite it being a VW Audi event, he also won the show. But Marsel said he had set out to build a showwinning car, and that’s exactly what he’s got.

    “I believe that I might just have built something extra special. An E28 with a great character and amazing features, fine definition and desirable styling. A powerful, black, mean, luxurious, classic BMW E28 from the ’80s had to be the car for me. Building a car like this has not been easy. I’ve had a real love/hate relationship with the car. Throughout the build it has tested my patience many times but I never gave up and, having spent nearly ten years building it, I have had the opportunity to meet some great guys along the way that have become good friends.”

    Ultimately, it’s all been worth it and the results speak for themselves. It’s an astounding build, technically outstanding and finished to a very high standard. More than anything, it’s fantastic to see someone pouring this much love into an E28 and helping to preserve one of these classics in such spectacular fashion. Furthermore, with no intention of ever selling it, this E28 will always remain part of Marsel’s family.


    ENGINE: 3.4-litre straight-six M106 ( #M30B34MAE also called version M30 engine with turbo and pistons), new H-pattern con rods, Mahle forged low compression pistons, Glyco race bearings, ARP full bottom end bolt kit, lapped fully balanced crankshaft, flywheel, clutch and front vibration damper. #S38 clutch and non-dual mass flywheel, E34 535i modified oil pump (50psi idle) crown cooler spray oil jets located at the main block housings, M5 engine relocated oil cooler, ported and polished NA cylinder head, forged M106 turbo camshaft, titanium double valve springs, sodium filled exhaust valves, new stainless steel valve seats and new re-cut inlet valves, titanium rockers and rocker shaft lockers from PPM, custom head gasket made by PPM, full engine gasket kit, new water pump, customised aftermarket #E36 M3 60mm core radiator, #E39 #M5 viscous clutch and blade, 41mm Samco top and bottom hoses, new expansion tank and level sensor, Omex standalone 710 ECU, Bosch lambda sensor, Vauxhall V6 Vectra coil pack, new custom cut and made to suitable lengths 8mm silicone high performance HT leads, #NGK heat range nine spark plugs, 3bar map sensor, Omex TPS, fully stripped and rebuilt polished alternator and fixings, new Bosch starter motor, twin Bosch 044 gravity fed fuel pumps, fuel cooler, 1000cc Bosch EV14 injectors, Aeromotive A-1000 FPR, AN-8 Aeroquip teflon supply and AN-6 return fuel pipes, modified E34 535i inlet, 3” original reversemounted throttle body, 3” aluminium and Samco pipe work, 5.5” core aftermarket chargecooler, Bosch EVT water pump, 55mm twin core 500x630 chargecooler radiator, AN12 Aeroquip feed and return water pipes and fixings, modified #BMW-M106 turbo manifold, custom stainless steel flange top mounted neck, original M106 stainless #M10 exhaust studs x 12, GT4202 Garrett turbo, HKS 60mm external wastegate, 4” downpipe reduced to 3.5” by the bulkhead, 5” by 300mm flexi joint then split to 2x2.5” pipes all the way to custom turbo Fritz’s Bits back box, 4x M10 rose jointed supportive custom alloy bars.

    TRANSMISSION: Fully rebuilt five-speed dog-leg gearbox, custom short clutch master cylinder and relocated fluid container, M535i driveshafts and propshaft, restored 3.07 M5 LSD, diff cooler and pump AN-10 Aeroquip fixings and braided teflon hoses, upgraded race-spec Motorsport diff mount, all bolts and mountings replaced with stainless spec and chrome plated items.

    CHASSIS: 8.5x17” (front and rear) Fomb wheels with 235/45 Bridgestone tyres, GAZ gold race coilover kit with 550lb front springs and 250lb rears, fully adjustable front upper top mounts rose jointed, fully adjustable rear top upper mounts rose jointed, rose jointed rear lower shock pin mounts, all suspension components replaced or reconditioned, all steering linkages renewed, new front Motorsport anti-roll bars 25mm front and 19mm rear, Powerflex bushes all-round, reinforced front lower alloy brace under the bumper, #E31 #840Ci four-pot #Brembo calipers (front) with 324x30mm discs, E28 M353i calipers (rear) with 300x15mm discs, Goodridge braided hoses all-round, E32 master cylinder, all original hard pipes re-powdercoated green.

    EXTERIOR: M5-spec body styling, new wings doors and bootlid, Shadowline bumpers, custom turbo bonnet, Motorsport rear spoiler with carbon fibre top section, green tinted cabin glass with blue front windscreen upper sun visor, Moon roof glass panel with purple fibre wind deflector, new headlights and chrome rear lights, original rear number plate, window trims and door handles polished and rechromed by Ospreys metal finishers in Borehamwood, all window rubber weather strips were replaced.

    INTERIOR: Front seats retrimmed by B-Trim, rears recolonised, new dashboard, original carpet, doorcards and headlining, new gear knob colour-coded in interior leather, new Motorspost odometer, new tachometer, new M Tech 1 steering wheel.

    THANKS: All the people that have contributed to the build and to maintaining this vehicle: Daryl, Paul, John and Ryan at Osprey Metal Finishers, Rob, Miles and Chris at Hartoms Engineering, Alex Austin at Torques UK, Richard and Dave at Fritz’s Bits, Guy Higgs at Omex UK, Neil, Adam and John at BTrim, Sam and Mark at TDI, Simon, Eldwin and Dave at EMP Exhausts, Richard Ryan and Carlos at Manor Body in Enfield, also thank you to my family for their support and to Drive-My.
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