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    BMW’s iconic #BMW-Art-Cars have been setting hearts a-flutter since #1975 but your chances of actually owning one are pretty much zero. There is, however, little stopping you from building your own… Words: Daniel Bevis /// Photos: Patrik Karlsson / #BMW-Art-Car /

    Art Attack E9 and E21 resto-modded Art Car replicas

    The BMW Art Car series is something that’s been capturing the imagination of motoring enthusiasts for generations. It all began in 1975, when French racing driver Hervé Poulain commissioned American artist and friend Alexander Calder to paint the 3.0 CSL that he was to drive at Le Mans. Using bold primary colours, Calder transformed the already eye-catching form of the #Group-5 E9 into something that looked like it was rapidly swishing through the scenery even when it was sitting still. It turned out to be one of the last art pieces Calder produced before his death, and in the mid-seventies it was actually a pretty astonishing move to present a car to the world as a work of art; it was, as you might imagine, even more astonishing that the flawless museum piece was then entered in the Le Mans 24hr.

    The Calder Art Car sparked off a chain reaction that resonated through the decades. The following year, Frank Stella painted an E9 CSL; the year after that, Roy Lichtenstein had a go at a Group 5 E21, then it was Andy Warhol’s turn with an M1, with the snowballing project building momentum until it all came to a head with the recently unveiled John Baldessari M6 GTLM, the 18th official #Art-Cars Car .

    Now, there have been quite a lot of other BMWs to be decorated by artists in unusual ways over the years, but these core 18 are the official ones, the bona fide commissioned #Art-Cars . They haven’t all been race cars (David Hockney’s, for example, was an 850CSi and Matazo Kayama’s was an E34 535i), but they have all been devastatingly beautiful and incomparably desirable.

    To BMW’s endless credit, the collection isn’t kept safe and secure in a hermetically sealed and top-secret location – they get toured around the world from Goodwood to Pebble Beach and beyond, and the PR bods even took them on a sort of world tour in 2012 which included a brief but comprehensive exhibition in, er, a multistory car park in Shoreditch (which was very weird, but an utter joy to attend – BMW didn’t publicise it widely, so very few people turned up; those of us that did got to enjoy some rather special alone-time with these magnificent creations).

    But just having a little look-see at the occasional show was never going to be enough for Swedish retro race enthusiast Jonas Nilsson. He had a dream, an all-consuming aspiration, to possess an Art Car of his very own. But obviously BMW would never sell him one, they’re far too valuable, so he was left with just one option: to build his own tribute to these iconic slices of history.

    As you can see here, he got a bit carried away. He hasn’t built one Art Car, but two – and that’s just about pushing the very limits of awesomeness that our brains are able to cope with. So let’s try and piece it together in as logical a way as possible, without our minds dribbling out of our ears at the sheer magnificence of it all…

    “BMWs have been special to me ever since I was a little boy, and our neighbour came driving home in his brand-new E21,” Jonas recalls. “I’ve always thought that they have very nice car models and very good performance.” Yep, no arguments here. And that early infatuation clearly planted a seed, as things have gone a bit nuts in the intervening few decades.

    “The first #BMW I owned was an E36 318iS,” he continues. “It was white, with a subtle body kit – just right for a guy in his twenties.” It wasn’t, we must point out, all about the BMWs for Jonas though, as he’s also pretty keen on Opels. His first car was a Monza GSE, and over the years he’s built some fairly impressive modified examples including a twin-turbo Monza with nitrous and a ’caged, supercharged Kadett GSi on slicks. It’s this passion for brutal performance and race car thrills that ultimately informed what you’re seeing here, allied to that early passion for BMWs. It turned out to be the perfect recipe.

    “It had always been my dream to build an Art Car, so when the opportunity to do it came up, I had to take it,” he says, matter-of-factly. “The Roy Lichtenstein E21 tribute was the first one I built, and when that was finished I felt ready to tackle another one, so I attempted the Frank Stella E9, which was the one I’d really wanted to build all along.” Blimey. He makes this deranged behaviour all sound so normal, doesn’t he? What’s arguably most impressive is that Jonas built up everything you see here himself, as you can’t just nip to Halfords and pick up a Group 5 body kit for an E21. “All the bodywork is made in steel and cannot be bought, so I made it all by myself to a plan I had in my mind,” he explains, like some kind of automotive voodoo shaman.

    “To create these two Art Cars, I actually used four cars,” he goes on. “I took two cars and cut the body from the base, then I took one base and welded it together with the other body, and to make everything fit I had to adjust the length and trim the base car to make everything match up.”

    Looking inside either one should give you a bit of a giveaway as to what resides beneath their respective skins; the E21 is all E36 inside, while the sharknose E9 has an E34 M5 hiding down there. It’s all utterly bonkers, and phenomenally impressive that he’s made it work.

    “I found the E21 at a friend’s place,” says Jonas. “It was in okay condition, but the engine didn’t work.” And what better remedy for a misfiring first-gen 3 Series than to slice the body off, plonk it on to an E36 325i chassis, and bolt on some outrageous retro racer bodywork?

    You’ll spot that the E36’s M50 engine is nestled beneath that colourful bonnet, while the 1990s underpinnings have allowed a little flexibility in upgrading things, which is why you’ll find some serious D2 coilovers in the mix along with 19” wheels. On the whole, though, the spec is relatively mild when you look at just how extreme the E9 ended up becoming.

    “I found the E9 on a car sales website, almost in mint condition,” Jonas grins, plainly unconcerned about chopping the thing up. “Whereas the E21 took about a year to build, this one took more like 18 months as there was a lot more to do.” Part of the reason for this is that he opted to complement the forthright race car looks with some appropriate power in the form of an S38 engine from an E34 M5 (which is the donor car beneath, remember) to which he’s added a Rotrex C38-81 centrifugal supercharger. It’s an astonishingly quick machine, which is just what you would hope for when you look at its angry angles and pointy aero.

    “Every detail and measurement of both cars were made from a model in 1:18 scale, including the wrapping,” Jonas explains, again shrugging off an incredibly complex engineering endeavour as if it’s all in a day’s work, and reducing us to shimmering pools of jealousy in the process. “The Art Car livery is vinyl-wrapped though if money were no object then of course I would have them painted on! And there’s not a part of either car that hasn’t been taken out and perfected before being put back in. I try to do as much as I can by myself, because I love a good challenge!” Well, yes, evidently. The work here really does speak for itself, and while Jonas’ bread-and-butter lies in the mill industry, he hopes one day to transition into building cars like this for a living; a passion that’s currently being fuelled by his new project, a race-inspired, street-legal 635CSi. If all goes well, he could one day be commissioning famous artists to adorn his creations with their colourful daubings… but for now, this pair of Art Car tributes is a fabulous showcase of his skills. BMW may take the official ones out and about, but they don’t tear around in anger like Jonas’ do. As dream two-car garages go, this one really is a work of art.

    TECHNICAL DATA FILE BMW #Frank-Stella / #BMW-E9 / #Rotrex / #Rotrex-C38 / #BMW-E9-Frank-Stella / #BMW-E9-Art-Car / #BMW-E9-Art-Car-Replica /

    ENGINE AND TRANSMISSION 3.5-litre straight-six #S38B36 / #BMW-S38 / #S38 , #Rotrex-C38-81 centrifugal supercharger, chargecooler, race aluminium cooler with Evans waterless coolant, Nuke Blackline linear FPR, Nuke fuel rail, #Nuke-Blackline filter, #ECUMaster management, five-speed #Getrag-280 manual gearbox, Tilton racing clutch, modified cardan shaft, 40% locking diff, 2.87:1 final drive, 210 diff housing, forged CrMo driveshafts

    CHASSIS 10x19” (front) and 13x19” (rear) HRE 508 wheels with 265/30 (front) and 345/35 (rear) Michelin Pilot Super Sport tyres, E34 D2 coilovers, D2 Racing big brake kit with eight-pot calipers and 380mm discs (front) and six-pot calipers and 380mm discs (rear)

    EXTERIOR Custom handmade all-steel Group 5 bodywork, Frank Stella Art Car tribute livery

    INTERIOR E34 M5 dash, Cobra Misano Anniversary seats, custom-trimmed matching rear seats and doorcards


    TECHNICAL DATA FILE #Roy-Lichtenstein / #BMW-E21 / #BMW-E21-Roy-Lichtenstein / #BMW-E21-Art-Car / #BMW-E21-Art-Car-Replica / #BMW-Art-Car-Replica / #Art-Car-Replica

    ENGINE AND TRANSMISSION 2.5-litre straight-six #M50B25 / #BMW-M50 / #M50 , five-speed #Getrag manual gearbox

    CHASSIS 9.5x19” (front) and 11x19” (rear) #Rennsport wheels with 265/30 Hankook Ventus S1 Evo (front) and 325/30 Dunlop Sport Maxx Race (rear) tyres, E36 D2 coilovers, #Powerflex bushes

    EXTERIOR Custom handmade all-steel Group 5 bodywork, #Roy-Lichtenstein-Art-Car tribute livery

    INTERIOR E36 interior blended with original E21
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    NEED FOR SWEDE #BMW-M5

    It’s a fast E34 from Sweden so we make no apologies for that title… and with a massive 886whp courtesy of its equally massive turbo, this really is one fast and furious M5. If you go down to the woods today, you’re sure of a big surprise… because there’s an 886whp turbo E34 M5 doing massive burnouts in it. Words: Elizabeth de Latour. Photos: Patrick Karlsson.

    If there’s one thing you can always count on from Scandinavia it’s a regular supply of suitably insane, massively powerful, forced induction BMWs. The Scandinavians seem to love BMs, with good reason obviously, and the only thing they seem to love even more is strapping massive turbochargers to them and then going mental with them in the vast Nordic wilderness. This, as far as we’re concerned, is most definitely a good way to spend your time and we heartily applaud anyone indulging in this sort of tomfoolery… like Mikael Dahlbom, for example.

    The 22-year-old Swedish truck driver is most definitely a BMW fan, his first being an E36 320i, which he still owns. This was joined by an E46 328i and this monstrous E34 M5. Young Mikael has been interested in BMWs since he was a tender 17, although his car history is not exclusively Bavarian. His first car was a Volvo 240 which is a) to be expected and b) pretty cool… but not as cool as owning an E34 M5 with a honking great turbo strapped to it, we reckon.

    Looking at the spec on this car, you might be thinking that Mikael is a seasoned tuning pro, even at such a young age, but in fact this is his first full-on modified project, having never done anything more than suspension and wheels on previous cars. To crank out such a beast on his first attempt deserves credit for sure. It seems like the whole process was relatively spontaneous – the M5 belonged to his brother, so there was no big search to find his perfect project car.

    He bought it when the engine went pop and his brother wanted to get rid of it. “My plan was to rebuild the whole engine, install a small turbo and go and burn some rubber,” Mikael says with refreshing honesty and admirable matter-of-factness. And that’s exactly what he did, although we suspect the Swedish definition of a ‘small turbo’ might be open to interpretation…

    Let’s get one thing straight here: this car is all engine. The exterior is stock, bar the retro Euro yellow painted fogs and high beams. The wheels are reps (which Mikael’s brother put on, so we can forgive him) and the interior is basically stock, too. Yes, there’s a tall, knurled gear knob attached to the short-shift kit and an Android tablet that acts as a display for the MaxxECU readouts but beyond that it’s straight-up E34 M5. At least it is until you open the boot but we’ll get onto that later…

    We’d say Mikael’s E34 is the opposite of the vast majority of builds we tend to see, where people have put a lot of effort, all their effort in fact, into the styling and presentation of their cars, getting the stance and fitment right, the styling spot-on etc but have left their engines bone stock. This, however, is the anti-show car; there’s no airride, no massive wheels, no ICE install, just pure, unadulterated performance and that’s just fine with us.


    The engine, then, is the dominating force and the centre point of the entire build and it’s as impressive as you’d expect, even if some of its ‘M-ness’ has been diluted in the process. “The engine uses an M30B35 block,” says Mikael, “which has been bored and stroked to take it up to 3.6-litres. I fitted new bearings, a balanced 3.8 crankshaft, Pro H-beam con rods and forged pistons with heavy-duty piston pins, while the head has Mira machined valve seats, turbo valves and a Cooper ring head gasket.”

    All this work enabled the fitment of a suitably massive turbo. The item in question is a Precision 7675 turbo, rated for 1200hp, and Mikael is making full use of its capabilities. It sits on a PPF exhaust manifold, fed by a BMC dual cone air filter with a front-mount intercooler that’s just visible through the lower slats of the front bumper, passing air into the stock intake manifold. There’s also a PPF 75mm BOV and a Nuke Performance Blackline vacuum station, which lets you connect up numerous components to the manifold without having countless hoses draped across the engine bay.

    The exhaust system, meanwhile, is as subtle as the rest of the car, comprising a three-inch system with a single, stubby round tip hidden beneath the rear bumper. Remember us talking about the boot a little earlier on? Well, it’s definitely not your common-or-garden E34 boot as it is home to the extensive fuel system, mounted on a wooden floor. Hidden beneath the bootlid is the extremely comprehensive fuel setup comprising a fuel cell, catch tank, two DeatschWerks DW350iL fuel pumps and two Nuke Blackline filters, which is all hooked up to the Nuke fuel rail and FPR under the bonnet with Precision 1260cc injectors running at 3bar.

    This M5 is running some seriously heavyduty hardware throughout and it all adds up to some serious numbers, namely 886whp and 762lb ft of torque at the wheels, which means it’s going to be nudging past the 1000hp mark at the flywheel – an awesome amount of power to have at your disposal. Looking at the dyno graphs, we wager it’s one hell of a wild ride, too. At 4000rpm the engine makes just over 200whp but just 1000rpm later it’s making over 600whp. That means going from the sort of peak power you’d get from an E46 330i to more power than any production BMW, ever, in the space of just 1000rpm. This must be an incredible experience and one that requires a delicate right foot so as not to vaporise the rear tyres. Or a heavy one to do just that. Mikael has done very little in terms of helping the E34 to deploy all that power but then he did say his aim was to burn some rubber.

    Speaking of which, the wheels measure 8.5” and 9.5” wide front and rear respectively but with 235 tyres at the back there’s not a whole lot of rubber to hold onto the road. As a result, massive burnouts are never more than a flex of the right ankle away. XYZ coilovers with 30-way damping adjustment have been fitted to allow for a drop and to sharpen up the handling, as Mikael is planning on venturing out on track with his M5.

    As the transmission has so much to cope with, Mikael has again focused his attention here. As a result, the gearbox is a six-speed manual from an E60 530d mated to a Sachs 765 clutch cover and a six-puck sintered clutch, while the propshaft comes from an E60 M5. Mikael has retained the stock diff and final drive.

    It took Mikael just nine months to go from broken E34 M5 to 1000hp monster and he’s clearly caught the bug as he’s already got another project on the go – the E46 328i we mentioned at the start, which will be transformed into a drift car. As for the E34, Mikael has no further plans for it other than to head into the forests and have some serious fun.


    DATA FILE #BMW Turbo E34 M5 / #BMW-E34 / #BMW-M5-E34 / #BMW-E34-Turbo / #Precision

    ENGINE #M30B5 / #M30 / #BMW-M30 / block, resurfaced, new bearings, bored to 3.6-litres, balanced 3.8 crankshaft, #Pro-H-beam con rods, forged pistons with heavy-duty piston pins, S38B38 head, #Mira machined valve seats, turbo valves, #Cooper ring head gasket, S38 intake manifold, #PPF turbo exhaust manifold, #Precision-7675-turbo , #PPF 75mm BOV, 3” stainless steel exhaust turbo-back, two-piece 3” stainless mufflers, FMIC , Audi 115F ignition coils, #Nuke-Blackline vacuum station, fuel rail, fuel pressure regulator, #Precision-1260cc fuel injectors running at 3bar. 886whp, 762lb ft wtq.

    TRANSMISSION E60 530d six-speed manual gearbox, Sachs-765 clutch cover plate, six-puck sintered clutch, E60 M5 propshaft, original final drive.

    CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-Le-Mans replicas with 215/40 (front) and 235/40 (rear) tyres, #XYZ coilovers with 30-way damping adjustment.

    EXTERIOR Yellow tinted high beams and foglights.

    INTERIOR Knurled gear knob, Android tablet for #MaxxECU readout, fuel system in boot with fuel cell, catchtank, x2 #Deatschwerks-DW350iL fuel pumps, x2 #Nuke-Blackline fuel filters, Nuke Blackline Y-connector.

    My plan was to rebuild the whole engine, install a turbo and go and burn rubber Mikael Dahlbom.

    This M5 is running some seriously heavy-duty hardware throughout Elizabeth de Latour.

    The engine is the dominating force and the centre point of the build Elizabeth de Latour. ‏ — with Gitter at Stockholm, Sweden
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    FIVE SERIES DEATH PUNCH

    This unassuming #BMW E28 hides 655whp of pure turbocharged fury beneath its classic styling. With massive turbocharged power wrapped up in unassuming E28 looks, this 5 Series is one deadly road warrior. Words: Elizabeth de Latour. Photos: Hjalmar van Hoek.

    Turbo E28s are like buses: you wait ages for one to come along and then three awesome feature cars turn up in the same year. But as fans of all things E28 (and turbocharged) we’re most definitely not complaining. It probably won’t surprise you to learn that this E28 hails from Sweden, as there seems to be something in the Scandinavian water that makes BMW fans shut themselves away over the long winters and emerge blinking into the spring sunshine having crafted some form of forced induction beast over the preceding months. Works for us.


    By day, Gunay Selmanovski is busy repairing Volvos but by night, and possibly also on weekends, he can be found thundering around the Swedish countryside in this beast of an E28. It’s his first project on this scale, his previous cars having all been modified but none beyond some lowering springs, bigger wheels and an exhaust, so he’s really done an awesome job.

    He has owned the car for ten years now, purchasing it as a “poor student” (his words) at the tender age of 21. “The performance for the price was unbeatable,” he says, “and it was a great combination of handling, power, convenience, luxury and comfort – it really is the ultimate driving machine.” Purchased with no plans other than simply enjoying the driving and ownership experience, all that changed when Gunay stumbled upon an M106. That makes this the second car in this issue running that engine (the other is 666CSi ) and the third this year – clearly, it’s the current go-to choice for a big-power straight-six.

    Gunay has been working on the car since 2005, starting out in a rented garage before it was moved to his dad’s garage in 2010, and this E28 has come a long way from the rusty and rather sorry state that he purchased it in all those years ago.

    The M106 in particular has undergone quite a transformation, with one year being spent on it alone, and while it is an excellent starting point for a turbo project, thanks to its force-induced foundations, serious upgrades are required if you’re hunting for serious power. The bottom end has remained stock, as have the internals, and Gunay has focussed all his attention on the head, porting it before adding a copper gasket with an ARP stud kit, fitting an M7 300/300 camshaft, HD rocker arms and Stage 2 valve springs. For the turbo, Gunay has chosen the beefy #Precision 6265, more than enough to produce the kind of power figures he was gunning for, which has been fitted with a 60mm wastegate and 2.5” screamer pipe, along with a 50mm blow-off valve. A 600x300x76mm intercooler sits up front, feeding air into a rebuilt M5 S38 plenum, and is joined by an uprated Griffin aluminium radiator with a 385mm Spal electric fan and a 30-line oil cooler. On the fuel front, a pair of Bosch 044 pumps feed 1260cc Precision injectors. Gunay’s hard work under the bonnet means a spectacular 655whp and 629lb ft of torque at the wheels, monstrous figures considering how light the E28 is. The transmission has been seriously beefed-up to cope with all that grunt, with the old five-speed gearbox having been replaced with a rebuilt #Getrag-420 G gearbox taken from an E46 M3 and mated to a Sachs six-puck sintered clutch and 765 pressure plate. The propshaft is from an E34 540, rebuilt with a bigger joint and 94mm CV joint, and it’s connected to a refurbished 210 40% locking LSD in a reinforced housing on a reinforced E28 M5 diff mount with stronger driveshafts.


    Aesthetically, Gunay’s E28 is most pleasing – there’s just something so right about the way it sits and looks. There’s a purpose and muscularity to its stance and appearance that we like. When he bought it, the car was wearing the BMW side skirts but was missing the front and rear bumper additions, so they’ve now been added. So too has a rear spoiler and, while most people are busy getting rid of their chrome trim, Gunay has not only kept the shiny window surrounds but has also added an E12-style front grille chrome trim. It all combines to give the car a classic, period look.

    On the suspension front, Gunay wanted a set of D2 Street coilovers but at the time there was nothing available off-the-shelf, so he bought an E34 set and modified the dampers to fit the E28. His ride-height is perfect, as is his choice of wheels in the shape of a set of #OZ-Futuras . “I always wanted these wheels,” he says, “and had them in 17”. However, when I came across a set of refurbished 18s I bought them straight away.” Measuring 9”-wide up front and 10” at the rear, they fill the E28’s arches perfectly, though considering how much power he’s running, Gunay has not been afraid to go for some stretch, with 215 and 225 rear tyres. Underneath the car has been fully polybushed while thicker E28 M5 antiroll bars have also been fitted, front and rear. The uprated brakes have been sourced from within the BMW family: an E32 750 brake master cylinder has been fitted with E32 750 four-piston front calipers and 324mm discs, while at the back are a pair of E34 540i brakes. Braided steel hoses have been fitted all-round.

    Finally, for the interior, Gunay has kept things simple and original with minium modifications. The Pearl beige interior with its Sport seats has been untouched, there’s a period refurbished M Tech 1 steering wheel, E28 M5 door sills, an Alpina dashboard, an illuminated six-speed M gear knob and the finishing touch is a trio of gauges.

    What Gunay has built is a magnificent sleeper. There really is nothing here to give the game away, beyond the noise perhaps, and he relishes showing modern performance machinery a clean pair of heels, much to their owners’ consternation. “I have embarrassed an E60 M5, a Mercedes E55 AMG and an E90 M3 on the motorway, and the look on the owner’s faces was priceless,” he grins. It’s been a long build for this E28 but Gunay’s skills as a mechanic have shone through and he’s over the moon with the machine he’s created. Beyond the performance, unsurprisingly his favourite part of the whole, it’s an incredibly clean E28 and that in itself is something of a rarity and definitely worth celebrating as the vast majority of these have now succumb to terminal tin worm that very few owners, other than enthusiasts, will be willing to spend money removing. “When I took the car to its first show everyone said they had never seen an E28 in that condition and with such a clean engine,” says Gunay. Most importantly, this car is now finished: everything that needed to be done has been done and now comes the very serious task of getting out there and enjoying the hell out of it – something else that Gunay is extremely good at.

    TECHNICAL DATA FILE TURBO #BMW-E28 / #BMW-E28-M106 / #BMW-E28-Turbo

    ENGINE 3.4-litre straight-six #M106 / #BMW-M106 , stock bottom end, copper ring head gasket, #ARP studs, ported M106 head, #M7 300/300 camshaft, HD rocker arms, Stage 2 valve springs, #Precision-6265 turbo, 60mm wastegate with 2.5” screamer pipe, 50mm blow-off valve, 600x300x 76mm intercooler, E34 M5 3.8 throttle bodies, rebuilt E34 M5 3.8 plenum, Innovate MTX-l wideband lambda, 1260cc Precision fuel injectors, #Nuke-Blackline fuel rail, #Aeromotive fuel pressure regulator, Nuke fuel filter, Griffin aluminium radiator, 30-line oil cooler, Allstar crankcase ventilation, 65ºC thermostat, 385mm Spal electric fan, 2x Bosch 044 fuel pumps, in-tank #Deutchwerk DW301, 1.5-litre catch tank, steel braided fuel hoses, Autronic SMC, #Autronic boost control, MSD Digital 4 ignition amplifier, 3 Accel Ignition waste-spark coils, MSD 8.5mm silicon ignition cables, 3.5” stainless steel downpipe from turbo with titanium exhaust wrap, 3” exhaust system, Ferrita silencer, titanium turbo blanket, 655whp @ 6200rpm, 629lb ft at the wheels @ 4400rpm.

    TRANSMISSION #Getrag-420G / #Getrag / six-speed manual gearbox from E46 M3, Sachs six-puck unsprung sintered clutch disc, Sachs 765 pressure plate, rebuilt propshaft from E34 540i with bigger joint and bigger 94mm CV-joint, refurbished 210mm 40% locking LSD diff, reinforced diff housing, reinforced E28 M5 diff mount, stronger driveshafts.

    CHASSIS 9x18” (front) and 10x18” (rear) #OZ Futura wheels with 215/35 (front) and 225/35 (rear) tyres, D2 Racing Sport modified coilovers, Powerflex front and rear bushes, E28 M5 25mm anti-roll bar (front) and 18mm anti-roll bar (rear) with Powerflex bushes, E32 750 brake master cylinder, E32 750 four-piston calipers with 324x30mm ventilated discs (front) and E34 540 calipers with 300x20mm ventilated discs (rear), steel braided brake hoses all-round.

    EXTERIOR Original BMW M Tech body kit, M rear spoiler, E12-style chrome trim on the grille.

    INTERIOR Pearl beige leather Sport seats, refurbished M Tech 1 steering wheel, illuminated six-speed M gear knob, M5 E28 door sills, #Alpina dashboard, Innovate boost gauge, oil pressure and oil temperature gauges.

    THANKS I would like to thank my parents for letting me work on my car at their garage, thanks for all of my friends that helped me and supported me with the tech and other stuff, and thanks for my beautiful wife for putting up with my hobbies.

    “I always wanted these wheels and had them in 17”. However, when I came across a set of refurbished 18s I bought them straight away”
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