- Post is under moderationNUMBER CRUNCHING 1040whp turbo E36 M3
We see a lot of modified cars here at PBMW but a 1000hp E36 M3 is something that never fails to impress… Words: Elizabeth de Latour. Photos: Andreas Wibstad.
They say that you shouldn’t chase numbers when building a car. You should build a car that will drive well and suit your needs rather than delivering big peak power but becoming undriveable in the process. Of course, if you happen to be building a car where big power is your need, then why not aim high and punch through the 1000hp barrier? It’s the sensible thing to do.
If we told you that Ole Ivar Seem, the owner of this E36, comes from Norway you probably wouldn’t be surprised because it would seem that Scandinavians have a predisposition for building stupidly powerful cars. And, unlike those of us having to find time during evenings and weekends to work on our cars due to our 9-5s taking up the vast majority of our time, Ole works on offshore oil platforms, which means he works hard but then has plenty of time to play hard when he’s back on dry land. And play hard he does.
Funnily enough Ole says that while he’d always liked BMWs he didn’t become properly interested in them until about 2003, when Vidar Strand from V.S Motor hit 1000hp with his E34 M5. That got his attention and got him thinking about the possibilities of what could be achieved with a BMW. And judging by one of his previous projects – a 426hp Sierra Cosworth, which was featured in our ex-sister title Performance Ford back in 2003 – it was clear that unless big power could be achieved Ole wasn’t interested. Of course, his first #BMW project was never going to make anywhere near that power output, being as it was an ’1986 E30 320i, but then again Ole only bought it for a bit of winter fun and threw a few mods at it. However, it started the sequence of events that mean we’re now standing here today with his 1000hp E36 M3.
With the Cosworth sold and a lump sum burning a hole in his pocket, Ole cast his car-catching net to see what he could snag. That’s when he came across this M3. “I found the car on a BMW forum here in Norway,” he explains. “It was a virtually completed street build with lots of good parts but that looked completely stock on the outside. Initially the plan was really to run with the parts that were on it but a thought crossed my mind about building a car for Gatebil Extreme [Gatebil’s own time attack and racing series]. After driving the car for a bit back in summer 2008, I got problems with water in the oil, leaking between the pyramid rings and water channels. So the real story of the car and engine you see today started when I picked up the phone to Vidar at V.S Motor.
“The motor building began with solving the problem of water in the oil. Vidar had a separate patent which, in principle, removes the head gasket and uses rings in a special metal. Vidar also fitted new custom cams from V.S Motor, new custom V.S Motor pistons, uprated Pauter con rods built to V.S Motor’s specifications, stainless steel valves, tighter valve springs and he did a general update of the whole engine. He then put it on the dyno bench at V.S to get it mapped properly. With it running perfectly we went for a power run and it made 772hp and 723lb ft of torque at 1.3bar, but tremendous back pressure on the exhaust side prevented any more power. The problem was an exhaust manifold that was not quite optimal and a Turbonetics turbo that was completely the wrong setup. I drove the rest of the summer and next spring running this setup but I was bothered by the fact that it did not deliver optimally when I knew I could get much more from the engine.
“After a few more conversations with Vidar we agreed that he should build a new manifold and a new turbo, then test it. The engine was ready in April 2011. This tested Vidar’s patience to the limit as it’s really cramped around the engine for building a manifold. You really need a lot of space. I think someone would have to pay him a lot of money to do this again!” laughs Ole. “On test day the engine really stood up to our demands, and on E85 fuel it delivered 1039hp and 817lb ft of torque at 2.1bar. You can say we were delighted with it.” And who wouldn’t be with over 1000hp on tap? But Ole and Vidar weren’t finished with the engine just yet. “In summer of last year we found out that we were going to start with new fuel as E85 was phased out from petrol stations in Norway, so we chose to use the Ignite E98 race ethanol fuel that Vidar sells.
We counted on a power increase so in July 2015, before going to the E30 meet in Rudskogen. I went with Vidar to Jonus Racing to run the car on the dyno. After roughly four to five hours of fine-tuning, the numbers that it put down really made our eyes pop! We got 1040whp and 855lb ft wheel torque which, when converted to power at the crank, becomes 1196hp and 959lb ft at 2.2bar. It goes without saying that were extremely pleased with this outcome,” smiles Ole.
We would be too. That’s an absolutely monstrous amount of power, especially considering he’s still running the 3.0-litre S50. That works out at 399hp per litre; that’s like the E39 M5, with its 4.9-litre V8, making all of its power from a 1.0-litre engine, which is a bit mental when you break it down like that. As far as engine spec is concerned, we simply haven’t got the space to go through all of it here, just take a look at the spec list and you’ll see it’s exactly as long as you would expect it to be on a powerful engine like this. Highlights include the Precision billet 7675 turbo – such a key part of this incredible build, adjustable cam pulleys, a Tial 60mm wastegate, 4.5” downpipe, 3.5” Edgeperformance exhaust, ARP bolts, a 26-row oil cooler, custom header tank, Griffin radiator, custom 6” thick intercooler, 580lph Aeromotive lift pump, twin A1000 fuel pumps, and a set of six absolutely ridiculous 1699cc flow matched fuel injectors. All of which is really just scratching the surface. It’s as heavy-duty a build as you can imagine.
You can’t just make a 1000hp engine, stuff it into an E36 M3 and hope for the best because things would go south in a big way almost immediately. You need to put in just as much work on the transmission and chassis fronts to make sure everything works in perfect harmony. There’s no messing about when it comes to the gearbox on this car, with Ole fitting a Sellholm MPG sequential ’box made specifically for this car and combined with a Tilton 7.25” threeplate, 26 spline rally clutch and Alcon hydraulic release bearing. A 3” chromoly propshaft rated to 1500hp delivers all that turbocharged power to a modified 210 diff from a 3.2 M3 sitting on reinforced mounts, and a pair of 38mm driveshafts.
As for the suspension, well, we’ll let Ole explain: “Everything under the car is solid mounted or uses aluminium uni ball components. I run custom road coilovers from Sellholm Tuning made specifically for the weight of the car and supporting chassis mods. These include: Sellholm Tuning front and rear fully adjustable blade anti-roll bars; custom front suspension turrets and custom adjustable top mounts; Turner Motorsport aluminium bushes and rear lower control arms; and PeeBee Motorsport adjustable rear upper control arms.
“When it came to choosing the parts, Vidar knew exactly what was required, having been involved in so many builds, not to mention his racing experience. I trust him 100% and he is the man to talk to when one is stuck with ideas or problems, although these phone calls can be expensive. That’s how I ended up with the sequential gearbox!” With over 1000hp on tap, you need some seriously big brakes to haul the E36 down from the sort of speed it can achieve, and Ole hasn’t cut any corners here. Up front, eight piston K-Sport calipers have been fitted, clamping 355mm discs, while at the rear sit six-pot calipers with 330mm discs and EBC’s BlueStuff track day pads have been fitted all-round. Wheel choice was guided by necessity rather than aesthetics, as you’d expect on a build like this. “The choice of rims came after lots of searching on forums and chatting with acquaintances in the racing world. To make most of the rubber on the ground, without extending the arches or anything like that, the wheels had to be lightweight, withstand a lot punishment and with widths matching the chassis. I chose the Apex EC-7 as there were really no other wheels that matched the car. They fitted well with the look that I had in mind for the car.”
The tough, lightweight wheels measure 9x18” up front and 9.5x18” at the rear and are mounted on the car via a set of NMS Racing 75mm studs.
Just by glancing at the outside of this E36 you’d really be hard pressed to tell what’s going on beneath the surface as Ole has kept everything looking extremely stock. “My goal has always been to retain the original lines that I like so much,” he says. “Generally original but sassy, a look with a little more muscle. There’s a fully removable carbon bonnet, a carbon sunroof blank and the only change to the body itself is that the rear wheel arches have been rolled.”
Of course, the interior is another matter entirely and there was only ever going to be one direction to take it in. “The choice was easy,” says Ole. “It should be for racing! It had to be as light as possible and, ideally, with parts that no one else in Norway or Europe had tried before. Plenty of time went into building the roll-cage, which was done by a colleague and myself with Vidar providing all the technical information. It is made from about 80 metres of chromoly 4130 tubes and has been built down towards the chassis to really get it rigid, to the suspension turrets, to the diff and many other reinforcements against the chassis, which you can’t see in the pictures. In reality it is a tubular frame inside the car.”
Beyond that there’s a QSP steering wheel mounted on a Sparco Group N quick-release steering boss, Cobra Suzuka seats with six-point harnesses and a Racepak UDX data logger dash with auxiliary Autometer gauges. To keep things as light as possible, the car has been fitted with ACM carbon fibre doorcards and even a carbon firewall, carbon dash and carbon centre console while the boot is home to fuel system, with a 60-litre Aeromotive aluminium fuel cell and aluminium swirl pot.
After a hell of a lot of planning and almost seven years of work, it’s unsurprising that the end result was so damn spectacular.
What is surprising, though, is that Ole sold the car not long ago but, he says, it’s gone to a man who really knows what he’s doing so it’s in good hands and will be used as intended by its new owner.
So, what’s next for Ole? Time to give up the modifying game and relax with pipe and slippers watching gardening programmes? In a word, no. “I already have plans going around in my brain but one thing is for sure, it gets wilder!” he exclaims. “This car will probably take a few years to finish. And I have a problem: I’m never satisfied until I have spent a lot of time on everything from planning to execution, so those who wait will see. The rest is a huge secret,” he adds with a grin. We’re instantly as excited as he is. Judging by his track record, it’s going to be something special.
Interior is slathered in sexy carbon panels.
Apex EC-7 wheels were chosen as they’re light and tough; massive eight-pot K-Sport calipers sit up front with six-pots at the rear.
That’s what you need for 1000hp. S50B30 has been fully built and features massive Precision 7675 turbo.
“My goal has always been to retain the original lines I like so much”
TECHNICAL DATA FILE Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #S50B30 / #S50 / #BMW-S50 / #V.S-Motor / #BMW-3-Series-Coupe-E36 / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series / #Precision / #Precision-7675-turbo / #Autronic / #Sellholm / #Aeromotive / #BMW-M3-V.S-Motor / #BMW-M3-V.S-Motor-E36 / #Pauter-Motorsport /
ENGINE 3.0-litre straight-six #S50B30, #Autronic-SM4 , MSD coil packs, #Autronic boost solenoid, V.S Motor custom exhaust manifold, #Precision-billet-7675-turbo , Edgeperformance Vanos block-off kit, adjustable cam pulleys, Tial 60mm wastegate, V.S Motor 4.5” downpipe, Edgeperformance 3.5” stainless steel exhaust, #Tial 50mm BOV, #ARP bolts throughout, Pauter Motorsport H-rods, V.S Motor spec valve springs, V.S Motor spec custom cams, JE custom pistons built to V.S Motor spec, original intake manifold modified for forced induction, Samco intake hose, head and block modified to remove head gasket, special head gasket replacement rings designed by V.S Motor, Turner Motorsport oil cooler hoses, Earl’s 26-row oil cooler, #GS-Performance oil distribution block, #Griffin aluminium radiator, AN-20 fittings, custom header tank, custom three-litre oil catch tank with AN-16 fittings, 2x12” Flex-a-Lite fans, V.S Motor design Precision bespoke 6” thick intercooler, Aeromotive fuel pressure regulator, 19-row Ethanol cooler with 10” fan, Edgeperformance fuel rail, 6x flow matched 1699cc E85 injectors, VEMS wide band lambda sensor and EGT
POWER AND TORQUE 1040whp and 855lb ft wheel torque at 2.2bar
TRANSMISSION #Sellholm-MPG sequential gearbox, #Tilton 7.25” three-plate 26-spline rally clutch, #Alcon hydraulic release bearing, 1500hp 3” chromoly custom propshaft, M3 3.2 210 diff modified by V.S Motor, 38mm drive shafts, reinforced diff mounts and suspension attached to roll-cage, Omega gearbox/diff oil
CHASSIS 9x18” (front) and 9.5x18” (rear) #Apex-EC-7 wheels with 255/35 (front) and 265/35 (rear) #Nankang Sportnex NS-2R tyres mounted on 75mm #NMS-Racing studs, custom Sellholm asphalt coilovers, #Sellholm adjustable suspension turrets, custom top mounts, Sellholm fully adjustable blade anti-roll bars (front and rear), Turner Motorsport aluminium trailing arm bushes, aluminium front control arm bushes, #PeeBee-Motorsport adjustable upper rear control arms, #Turner-Motorsport adjustable lower rear control arms, aluminium diff bushes, K-Sport eight-piston calipers with 355x32mm discs (front), #K-Sport six-piston calipers with 330x32mm discs (rear), #EBC BlueStuff pads (front and rear)
EXTERIOR Removable ACM carbon race bonnet, carbon sunroof blank, rear arches rolled
INTERIOR Full chromoly 4130 roll-cage connected to suspension turrets, diff and throughout the chassis, QSP steering wheel with #Sparco Group N quick-release steering wheel boss, OBP pedalbox, Sellholm hydraulic handbrake, Cobra Suzuka seats with six-point 3” harnesses, Racepak UDX dash data logger, Autometer Sport-Comp gauges for oil pressure, oil temperature, boost pressure, fuel level and water temperature, OMP 4.24-litre central fire extinguisher, ACM carbon doorcards, carbon fibre firewall, complete carbon dash and carbon DTM centre console, Fibervac carbon panels, 580lph Aeromotive SS series lift pump, 2x Aeromotive A1000 fuel pumps, Aeromotive fuel filter/holder, Aeromotive 60-litre aluminium fuel cell, aluminium swirl pot, Earl’s fittings and hoses
THANKS An extremely big thanks to Vidar Strand at V.S Motor, without him this car would not have been possible, he has always been cheerful and helpful no matter what time I’ve called. Thanks also to Robin, Kay Ove, Stig P, Kurt Magnar, Kjell Inge, Jørgen, Terje, and Thomas at EdgeperformanceStream item published successfully. Item will now be visible on your stream.
- Post is under moderationKARMA CHAMELEON #M52 BMW
Last year, Lewis Maher won our Air Lift competition and he put the kit to good use, building this slick #E46 . Lewis Maher didn’t even want an E46 but some intangible attraction to this #BMW-323Ci-E46 along with some good karma has led him to build this unique brown-green dream machine… Words: Daniel Bevis Photos: Mathew Bedworth.
The chameleon is nature’s greatest trickster. Rather than running away like a cowardly gazelle or hopelessly trying to fend off attackers like those butterflies that have evolved to look poisonous, the chameleon casually hides in plain sight by simply altering the manner in which predators and prey perceive it. Well, I say ‘simply’, it’s probably taken the glacial pace of evolution quite some effort to develop colour-shifting cells that can be altered at whim but it’s a neat party trick, isn’t it? This Pantone chicanery has been aped by car manufacturers ever since they figured out that holding the spray gun at a different angle can alter the colour scheme depending on where you’re standing. #TVR became obsessed with the technique in the 2000s, and even the humble Nissan Micra and Primera were offered with flip paint, much to the facepalming of countless accident repair centres. And arguably the crowning achievement of this paint-based tomfoolery is the shade of brown you’re looking at here. Which, as logic dictates, is named ‘Irish green’. It looks brown from afar but morphs through a wide palette of green before turning gold in the sunlight.
As you can imagine, having this Volkswagen-sourced Irish Green paint slathered across the #BMW-E46 that you see before you, this is not so much hiding in plain sight as it is rubbing everyone’s noses in it. Look at all the other cars on the showground, all one-dimensional in their single-colour paint jobs. Yes, your mile-deep black or sumptuous burgundy may be polished to the nth degree, but does it change colour when you walk past it? No. You should really get some Irish Green in your life, it makes everything better.
“It’s a mind-boggling name for a shade of brown,” concedes Lewis Maher, the man with the keys in his hand. But this is all part of the fun, of course. Boggling minds is precisely what helps you stand out from the crowd. In the land of the ubiquitous, the double-take is king. “The car actually originally belonged to my mate Brendan Tillbrook, who’s in the paint trade,” Lewis explains. “He got the car in Topaz blue and decided to try out Irish green ready for the #2013 Players Classic show. Back then it sat on Porsche twists in a #Mercedes cream colour. That was the state I got it in and I wanted to keep the colour; unfortunately I got crashed into in December 2013 shortly after buying the car. The guy didn’t pay out and I didn’t want to go through the insurance so I ended up funding the repairs myself.
Luckily Steve Denton and the guys over at Stylehaus in Northampton were on hand to repair the damage and give the car a good tidy up all over for the #2014 show season.” What’s interesting about this stage of the story is that Lewis didn’t actually want an E46 in the first place. “I was never really a fan of them,” he shrugs. “My original plan was to buy an #E36 , or maybe even a Nissan S14, but one day Brendan came along offering me this car and there was just something about it. To this day I can’t tell you exactly what it was that drew me to it, it just has… something. It’s the first BMW I’ve actually had on the road, too! I briefly owned an #E30 project when I was a teenager but I had to get rid of it and, prior to this car, I mostly had VWs.” This makes sense.
The VW scene is arguably one of the key driving forces in the stance movement (there’s no point seeing it as a rival to the BMW stance scene, they’re such wildly different offerings that happen to intersect here and there), and it certainly explains his enthusiasm for that weird paint shade. But anyway, back to the preparations for the 2014 season. “I left the car with Steve and Ash Hinton from Allstance in January, before I went back to phase one training in the army,” says Lewis. “I was going to be away for a while and just said to them that I wanted it all sorted. And it was around this time that I entered Performance #BMW ’s competition for the Air Lift suspension kit… and I won!” This radical change in the very being of the #323Ci provided just the impetus and momentum that Lewis and Allstance needed to progress the car to the next level. After all, it’s one thing to buy someone else’s show car, but it’s quite another to make it your own.
At this point, however, it’s probably important to point out that the phrase ‘show car’ only relates to one facet of the E46’s function. “The car’s used for daily commuting. I run around wherever I need to go as well as getting to shows in it,” Lewis explains. Which is just the way it should be, and is all the more impressive given the aggressive chassis mods and super-spotless rims he’s running.
“I couldn’t have been more excited about winning the Air Lift suspension and got straight on the phone to Ash to get it fitted,” Lewis continues. “I was actually on the train home for a long weekend break from training when I got the news, so that weekend I popped over to Stylehaus, with the help of my mate Travis Price, to go and see Ash and Steve and share the news. It just so happened that Ash introduced me to a guy named Aaron who knew of a set of wheels that [Players linchpin] Carl Taylor was getting sent over that he thought would work. This set of wheels happened to be the VCEs…” The Rotiform VCE, to the uninitiated, is a forged design that evokes the motorsport rims of retro rally cars and homologation specials (think Delta Integrale or Escort Cosworth Monte Carlo, that whole Compomotive/Speedline vibe) while ballooning the dimensions and adding a frisson of shimmer that shifts the race look into somewhere between VIP and OEM+. And they look pretty badass, do they not?
“I saw them in a picture on Aaron’s phone and immediately knew I wanted them on my car,” Lewis recalls. “I had no clue what they would look like, I just wanted them! So the wheels and air-ride arrived a month or so later and Ash and Steve began cracking on ready for April when I was due to collect it. They quickly realised that the Rotiforms wouldn’t fit without some arch work but, naturally, I said ‘just get them to fit!’ which they did!” And what a cracking job they’ve done. But let’s not forget that behind the glitz and glamour, we’re still looking at a daily driver. With this in mind, Lewis sourced a complete M-Sport interior in cream leather from eBay, along with complementary steering wheel. It’s important to have these little luxuries when you’re spending so much time hammering the thing to work and back. The Eonon double DIN stereo helps here, too, while the full wooden trim provides a touch of class to sit neatly alongside the cream cowhide. “I always thought wood was for granddads until I saw how it looked in this car!” Lewis laughs.
This holistic approach spreads to the exterior as well. Sure, the paintwork is unique and alluring but there’s more to this build than simply slapping a wacky hue on a stock body. While the arches have been inevitably massaged to squish the Rotiforms under there – rolled and smoothed, with the rears subtly widened by 10mm apiece – there are myriad details to discover; the more you look, the more you see. Both bumpers have been fully smoothed, along with the wings and bootlid. You’ll spot a glistening gloss black finish on the wiper arms, scuttle panel, grilles, and wing mirror back plates, while the carbonfibre BMW roundels are counterpointed by chrome window surrounds. The devil, as they say, is in the detail.
Lewis’s thinking behind this build is very much like the eyes of the chameleon. The big lizard’s peepers move independently, meaning that it can keep an eye both on predators and prey; similarly Lewis can focus on what’s right for the car’s aesthetics while also retaining its usability. The fun part is when both of these approaches align: for the chameleon, it means stereoscopic vision; for this E46, it’s a win-win fusion of delectable aesthetics and practical rearwheel drive thrills. And that’s very good karma, isn’t it?
DATA FILE #BMW-323Ci
ENGINE & TRANSMISSION: 2.5-litre straightsix #M52TUB25 , #Getrag #323i gearbox and stock diff.
CHASSIS: 8.5x18” ET35 (front & rear) #Rotiform VCE wheels with 20mm adaptors, 215/35 (front & rear) #Nankang NS2s, Air Lift Performance digital air-ride with camber-adjustable top mounts, stock 323i brakes.
EXTERIOR: VW Irish Green paint, fully smoothed bumpers, wings and bootlid, gloss black details (wiper arms, scuttle panel, rear bumper grille, front grilles, wing mirror back plates), chrome window trims, carbon-fibre BMW roundels, rear arches widened 10mm, arches rolled and smoothed all-round.
INTERIOR: Cream leather M Sport interior, M Sport steering wheel, Eonon double DIN head unit, wood trim.
THANKS: A massive thanks to my mum and her partner for putting up with the car, and also helping me with all the little things getting done on it! My dad for helping with the clutch when I needed to change it and all we had was a jack and two axle stands (for a 50-year-old he still has the knack of working on cars!), Ashley at Allstance, Aaron for helping us get it running for Players, Carl Taylor, Steve and the crew at Stylehaus, all my friends that have helped in every way with the build, Travis Price for holding me to my word and making me build this epic car, Josh and Dan for helping lift the engine when I needed to get it out, Jason Manton for all the valeting work, and Matthew Bedworth for the images and keeping me going with this car. And finally, a huge thanks to my girlfriend Samantha for putting up with me and my addiction to the car. If it wasn’t for her the car wouldn’t have got to where it is now!
18” Rotiform VCEs look fantastic on this E46, especially when combined with the Air Lift kit.
Stream item published successfully. Item will now be visible on your stream.