- Post is under moderation’CHARGED Z3 M Track-focussed monster. Words: Elizabeth de Latour. Photos: Patrick Lauder. From bone stock to supercharged autocross monster, this Z3 M Coupé has spent 14 years becoming the best machine it can be.
Supercharged / #BMW-Z3M-Coupe / #BMW-Z3M-Coupé-E36/8 / #BMW-Z3M-E36/8 / #BMW-Z3-E36/8 / #BMW-E36/8 / #BMW-Z3M / #BMW-Z3M-Coupe-Supercharged / #BMW-Z3-Supercharged / #BMW-Z3M-Coupe-Supercharged-E36/8 / #BMW-Z3 / #BMW-Z-Series / #BMW-Z-Series-E36/8 / #BMW
In America they call it the clown shoe; in the UK we call it the bread van but whatever you choose to call it the Z3 Coupé remains an incredibly special and unique machine. #BMW attempted to recapture the magic of its quirky miniature shooting brake with the E86 Z4 Coupé and while it was arguably a better car, it was also a lot more conventional and lost a lot of the appeal of its quirky forebear. Being unconventional may have caused people to fall in and out of love with the Z3 Coupé throughout its life but standing out from the crowd has most definitely worked in favour of the eye-catching machine and that is exactly why Grant Gillum ended up buying this car.
“I wasn’t a BMW guy per se,” Grant begins, “but I knew they made a quality product. As college was ending I began researching nice used cars to purchase after graduation. I wanted a front engine, rear-wheel-drive car that could be modified and used for autocross and track days. It would also be my daily for a while. After considering several cars including Corvettes, Camaros, Porsche 944s and 928s, the Pontiac GTO (not a used car at the time), Datsuns and Nissans of many years and models, I decided on an E36 M3. I liked the styling, the daily sensibilities and the aftermarket availability. They were also uncommon and more exclusive. All that changed the day that I saw a Z3 Coupé in traffic,” he says. “I had seen a million Z3 Roadsters and wasn’t really interested in a convertible. But this was different and I wasn’t even sure what I was looking at. I certainly didn’t recognize it as a Z3. It had a BMW logo so I started researching all their models, eventually finding information on the M Coupé. All the engine of an M3 but lighter, with a factory wide body, staggered wheels and a look that was comparable to some exotics. Sold. I had to have one,” he smiles. “It took nine months of scouring the internet to find the right one.
I bought a 22k mile example, bone stock but for a Dinan CAI and a stage one tune and still under warranty. I bought it sight unseen except photos and had it shipped cross country. I realized right away too that the M Coupé was a limited production run vehicle and so would be a cheap way for a blue collar guy to own something special. I bought the car knowing it would be a lifelong project car. I’ve known plenty of grey haired dudes that sold the hot rod of their youth and regretted it the rest of their lives. Not me. Hopefully,” he adds.
Unlike other owners who buy their cars and start out with no plans for modifying, Grant knew he was going to mod the Z3 and knew exactly which direction he wanted to take it in. “I wanted to race it right away and joined an autocross club soon after buying it,” he says, and his passion for autocross is shared by his wife. “Six years ago she came with me for a day at the track. She rode along on a couple runs and decided to give it a try. Except when pregnant, she’s raced in nearly every autocross event that I have since then. Averaging our times to a 60 second run, she’s about a half second off me. She’s been as close as a tenth second off my time. I’m much more of a fundamental driver, she drives much more by the seat of her pants. As soon as she tightens up her fundamentals, she’ll beat me,” he says. While you can take any car to an autocross event, if you’re serious about this particular form of motorsport, as Grant is, then your car will need to be modified and in a focussed way that will enable you to get the most out of it, which is why virtually everything he’s done to his Z3 has been all about making it a more finely-honed, precision autocross instrument.
It’s also why the supercharger that you can see strapped to the side of the engine came last and everything else came first as the chassis, handling and dynamics were the priorities here.
Wheels and tyres were the first items on what would become quite an extensive shopping list and while aesthetics do obviously play a part, lightness was mostly the deciding factor as far as wheel choice was concerned. “I went online and found the lightest wheels I could for the car,” explains Grant. “I bought a set of OZ Alleggerita HLTs in 8x17” and 8.5”x17”. They were light at less than 17lbs (7.7kg) per corner and dropped considerable unsprung weight over the stock wheels and I converted to wheel studs too.
I ran those wheels for a couple of autocross seasons before switching the rears to the front and widening the fronts to 10” and putting them on the rear. Now they weigh 16.8lbs (7.6kg) and 17.9lbs (8.1kg) front and rear; they are light, strong and handsome,” and what more could anyone ask for from a wheel? “I also run a set of 8x18” and 9x18” ASA AR1 wheels with black centres and 2” and 3” polished lips front and rear on the street,” he adds. The 17s really suit the Z3, as you can see in the photos, especially with the fat sidewalls of the super-sticky BF Goodrich g-Force R1 tyres filling out the arches and those tyres let you know that this M Coupé means business.
With lightweight wheels and track tyres taken care of, the next item on Grant’s to-do list was the suspension, and while he started off small, things quickly escalated. “I started with H&R springs and kept them for a few years until they sagged,” he says, “then I switched to Ground Control coilovers and adjustable spring perches. But not before modding the anti-roll bars with reinforcements, adding differential reinforcements, rear shock mounts, sub frame reinforcements and rear camber and toe adjustments. Then I poly bushed it followed by aluminium control arms.
“Disaster struck at the autocross one day when the diff pulled away from the subfloor and the rear end went squishy,” says Grant. “I thought that one of the rear anti-roll bar end links had given way. That’s how I got a tube frame rear subfloor that is way stiffer than the stock car ever thought of being. I love the coilovers, of course, but the single greatest suspension mod was poly bushing the rear subframe. It really changed the way the car transitioned weight in-corner to being much more predictable,” he says. As is often the case when it comes to modding, when things go wrong, break or fail, rather than just replacing them you upgrade them so, as with his boot floor, when the clutch started to slip Grant fitted an F1 Racing stage two clutch and 14lbs chromoly flywheel as well as a stainless steel clutch line and then added a UUC short shift kit and double shear selector rod plus a Z3 2.3 steering rack. Further drivetrain upgrades include a poly differential bush, UUC aluminium engine and transmission mounts and a rebuilt diff with four clutch zero preload and 80/60 ramping, polished ring and pinion gears and a 3.64 final drive in place of the standard 3.23 item. “Before the supercharger, lowering the final drive was a really dramatic NA mod. It went a long way to help pull me out of slow second gear turns,” explains Grant.
With the suspension and drivetrain taken care the Z3 was a far sharper machine but now the car’s stopping abilities needed to be addressed. “When I started doing a lot of track days it was apparent that the stock brakes were not up to long days of abuse,” he says. “That’s when I did the brake conversion and ducting. What a difference and zero fade. I didn’t go too big on the disc diameter as I was concerned with reducing as much rotational weight as possible, as autocross is more of a low speed competition.” The Z3 now wears Wilwood six-pot Superlite front calipers with 330mm GT-48 floating discs and Wilwood Dynalite four-pot rear calipers with 312mm lightweight discs and Wilwood B pads allround, while the ducting ensures that the brakes receive plenty of cool air to deliver peak performance at all times.
Having carried out all the groundwork to make sure that all aspects of the chassis and drivetrain were at peak performance, Grant could now turn his attention to extracting more power from the engine.
Unlike our Euro-spec Z3 M models, the US cars were fitted with the S52B32 engine, based on the M52, which had to make do with 240hp and 236lb ft of torque so it’s no surprise that Grant wanted to up these numbers. “I started with keeping the engine NA and wanted to let it breathe better,” he says. “I upgraded the cooling system with a rad, water pump thermostat and cover immediately. I kept the CAI and did the M50 intake manifold exchange and I also did the BBTB at the same time. A cat-back exhaust followed and a year later came exhaust manifolds and a mid-pipe. In general I would wait until OE parts needed replacement and would upgrade at that time; that way the financial hit of modifying was lessened by taking the money I would be spending on OE parts and putting that towards upgrades.
I replaced all the water hoses throughout and the oil cooler followed when I started doing more track days, as I live a 40 minute drive from Thunderhill Raceway here in California. While on track there one day the bottom radiator hose slipped off and started spewing out coolant; I realised it had happened within seconds but even though I coasted into the pits the water temp gauge showed hot and that’s how I got the new head and I went to under-driven pulleys then as well.
“After the rest of the car was pretty modified I bought the supercharger kit. I had become a dad and my wife wanted me to do less high speed track driving and just drive autocross, so after close to two dozen track days at Thunderhill my focus changed with regard to driving. I needed just a little more low-end torque to pull me out of slow second gear turns when I didn’t want to shift to first gear at autocross,” and the supercharger kit has certainly given Grant the grunt he was after. It’s an Active Autowerke Stage 1 kit with a Rotrex C38-92 supercharger and is accompanied by numerous supporting mods. “I removed the air con, replaced the alternator, installed the power steering cooler, did the oil pan/pump upgrade and fitted an ATI Super Damper, crank pulley and carried out a CCV delete with the supercharger kit,” he says. “The baseline dyno when I bought the car was 205hp and 203lb ft of torque at the wheels; the NA mods took that up to 230whp and 222lb ft and it now makes 312whp and 262lb ft at the wheels on the same dyno. Active Autowerke claims that this kit makes 360hp on a stock car; I’ve done a lot of other work to the engine, so if they want to claim 360hp I want to claim somewhere in the 380hp range,” says Grant. “That seems excessive, though, and I usually just quote my dyno numbers,” and that’s still plenty to enjoy both on road an track, and a huge increase over stock.
While Grant has focussed mainly on the performance and dynamic elements of the car he has not forgotten about aesthetics, both inside and out. The exterior as been enhanced with Motion Motorsports front splitters and aluminium undertay, a one-off AC Schnitzer rear diffuser centre section, the roof spoiler has been raised by 8mm to enhance the roofline and Grant’s also fitted black kidney grilles, black lower mesh grilles and carbon-look roundels among other things. The interior, meanwhile, has been treated to a Momo Competition steering wheel on a quick release hub, chrome handbrake handle, E46 M3 short shift gearknob, black leather gaiter with tricolour stitching and M Tech pedals and dead pedal. There’s also a H3R black HalGuard fire extinguisher, but this was added as a necessity following a scary incident…
“While testing the car after installing the M50 manifold a fuel hose wasn’t secured completely and popped off and sprayed fuel over the exhaust manifold,” says Grant. “Thank god the car wasn’t warmed up all the way and only billowed white smoke. I pulled over immediately and ran. It continued to smoke for a long, heart-pounding five minutes. I fitted the fire extinguisher after that,” he says.
Grant’s Z3 is a focussed build that’s been taken in a specific direction and the results speak for themselves. While it looks great it’s the changes that you can’t see and that we can’t experience or appreciate that make this car. It’s the vast amount of chassis work, the brakes, the hundreds of seemingly minor secondary mods that are so important for the success of the whole and which all add up to make a such big difference. This Z3 has evolved hugely during the 14 years that Grant has owned it, from autocross machine to track monster and back to autocross beast but this time with the wick turned way, way up, becoming more and more focussed at each stage and it’s not reached its final form just yet…
“In the not-too-distant future this car will retire from competition after nearly 80,000 miles that saw it driving to almost monthly autocross events (10 months a year). I have a pile of class win trophies adding, in my small way, to BMW’s racing heritage. I’ll paint and mount the new bumper and splitters I have waiting. I’ll delete the fog lights and the antenna for a cleaner look. At that time I’d also like a nice set of multipiece step-lipped wheels,” he nods, painting an attractive picture. At that point it’ll become a different animal altogether but whether or not that will be its final stage of evolution will remain to be seen…
TECHNICAL DATA FILE #Supercharged E36/8 Z3 M Coupé / #Active-Autowerke-Stage-1 / #Active-Autowerke / #Rotrex / #VAC / #Dinan /
ENGINE 3.2-litre straight-six #S52B32 / #BMW-S52 / #S52 / #S52-Supercharged , #UUC engine mounts, Active Autowerke Stage 1 supercharger kit with #Rotrex-C38-92 supercharger, CAI, 3” MAF, High flow Bosch fuel injectors, supercharger oil cooler, AA stage 1 programming for BBTB and M50 intake with 7k redline, polished supercharger bracket, #ATI-Super-Damper , #VAC-lightweight crank pulley, #Dinan big bore throttle body, M50 intake manifold and fuel rail cover, intake runner heat shields, Dr. Vanos stage 2 kit with cam gears, timing chains and solenoid, Turner shorty ceramic coated exhaust manifolds, ARP header studs, fiberglass manifold and exhaust wrap, SAS Racing dual 2.5” mid-pipes with stock cats, dual 2.75” Supersprint stainless cat-back exhaust, #BMP design exhaust tips, #VAC oil pump upgrade, VAC oil pan baffle, #Behr S54 E46 triple row radiator, 80° thermostat, power steering cooler, Stewart high-flow water pump with steel impeller, polished aluminum thermostat housing, polished aluminum water pump nut, 80/88º fan switch, Spal 16” electric puller fan, clutch fan delete, new overflow tank, BMP brass water bleeder, VAC 5x7” oil cooler with polished Euro oil filter housing, stock head gasket, #ARP head studs, head polished and gasket matched, new valve guides, lashes, locks and retainers, valve job, resurfaced head, hydraulic belt tensioner, CCV delete, new Valeo 115 app alternator, AC delete, radiator baffle.
POWER and torque 312whp and 262lb ft wtq
TRANSMISSION #ZF-Type-C / #ZF five-speed manual gearbox, #F1-Racing 14lbs chromoly flywheel and stage 2 clutch, stainless clutch line, UUC short shifter and double shear selector rod, poly differential bush, UUC aluminium transmission mounts, rebuilt diff with four clutch zero pre-load and 80/60 ramping, 3.64:1 final drive, polished ring and pinion gears
CHASSIS 8.5”x17” (front) and 10x17” (rear) #OZ-Alleggerita-HLT / #OZ wheels with 255/45 (front and rear) BF Goodrich g-Force R1 tyres, #Ground-Control front coilovers with Koni adjustable shocks, Eibach 500lbs front springs and 600lbs rear springs, Ground Control adjustable rear spring perches, Ground Control front camber and caster plates, #Racing-Dynamics 21mm front and 19 mm rear anti-rolls bars and end links, SAS Racing rear anti-roll bar reinforcements, #SAS-Racing differential reinforcements, SAS Racing rear shock mount reinforcements, Turner Motorsport aluminium and poly rear upper shock mounts, Ireland poly control arm bushes, #Turner front subframe reinforcements, Ireland poly rear trailing arm bushes, Turner rear camber and toe adjustments, 90mm rear and 75mm front lug stud conversion, E30 M3 polished aluminum control arms, Turner front hub extenders, Ground-Control bump stops, SAS Racing tube frame rear sub-floor, Z3 2.3 steering rack, #Wilwood sixpiston Superlite calipers with 330mm GT-48 floating discs with aluminium hats (front), Wilwood four-piston Dynalite calipers with 312mm lightweight discs (rear), Wilwood B pads (front and rear), stainless brake lines, Turner front brake backing plates and duct work, SAS Racing vented rear brake backing plates, new master cylinder and reservoir
EXTERIOR Arctic silver, Motion Motorsports front splitters and aluminium undertay, #AC-Schnitzer one-off rear diffuser centre section, OEM fog light kit, rear roof spoiler adjusted up 8mm and colour-matched, polished wiring harness brackets, door jamb stickers removed, carbon-look roundels, passenger wiper delete, HID headlamps with side markers and corner lamps colour matched, stealth turn signal bulbs, tinted tail lights, colour-matched wiper nozzles and hatch latch, black kidney grilles, black mesh lower grilles, rear wiper delete, clear front corner markers, front plate holder delete, new windscreen and exterior mouldings
INTERIOR Black and grey two-tone leather interior, Momo 350mm Competition steering wheel with hub, 15 mm spacer and adaptor, carbon-look roundel, Snap-off Industries steering wheel quick release hub, chrome handbrake handle, E46 M3 short gear knob, M Tech pedals and dead pedal, front and rear M logo floor mats, E36 M3 window button surrounds, black leather gaiters with tricolour stitching, windscreen and window tints, sun visor stickers removed, glove box facelift, carbon horn pin adapter, H3R black HalGuard fire extinguisher, poly seat bushes, custom rear hatch parcel shelf
Thanks My wife, for her all patience and participation. Jerard Shaha at SAS Racing, my 30-year mechanic and friend. He rebuilt my El Camino in 1987! SAS Racing has done all the work on this car over the years. Their specialty is racecar setup but they perform all mechanical work and fabrication to an expert level as well as engine building and auto transmission rebuilds (email@example.com). Jason Shaha, my childhood best friend and Jerard’s brother. Thanks for planting that competitive seed from your family into me. See you at the next race? The long-standing crew at Trinity Touring Club. Thanks for your loyalty to our sport and dedication to our club. If I didn’t have to drive 90 minutes each way I’d be at all the club meetings (trinitytouringclub.com)Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationGRANDE DESIGNS Mk5 GTI gets big wheels, big brakes and a big attitude. It’s kind of a big deal.
SATIN YELLOW #Volkswagen-Golf-GTi / #Volkswagen-Golf-GTi-Mk5 / #Volkswagen-Golf-Mk5 / #VW-Golf-V / #Volkswagen-Golf-V / #Volkswagen-Golf-Mk5 / #VW-Golf-Mk5 / #Volkswagen / #VW / #VAG / #Volkswagen-Golf / #VW-Golf / #Volkswagen-Golf-GTi-V
Volkswagen Mk5 Golf GTi “I wasn’t going to do much to it, honest.” How many times have we heard that one? Ricky Grande is the latest person to roll out that line in front of our cameras… Words: David Kennedy. Photos: Anna Richardson and Keith Sowden.
“You can write Ricky’s Mk5 feature this month Dave,” said Elliott as we put the plan together for this issue, “it makes sense, you wrote his last one didn’t you?” Yeah, I did, way back in 2008 when I was only a year into my tenure with PVW.
Back then I had no idea I’d still be doing this almost a full decade later, heck, I was surprised Elliott hadn’t seen through my nonsense at that stage and I was still getting away with it. Now, roughly nine full years since Ricky Grande and I first met and almost a decade since I started on the mag, a whole lot is changing for me on a personal level but just looking at Ricky’s ‘5 is turning into something of a trip down memory lane for me. It’s funny, back then we went on far more shoots than we do now (yay, budgets!) but I still remember Ricky’s like it was only last month. Fresh faced, definitely thinner and most likely with a really stupid haircut, I went to Ilford in my Bora (back when we could take our own cars on shoots before the accountants here stopped all that!) and met Ricky and his cousin Harm and we instantly clicked. James Lipman was the photographer on the day, a guy who is now without a doubt one of the most in-demand and popular car photographers in the world, and we had such a fun day shooting the two cars, Ricky’s Mk4 and Harm’s Passat, on the streets of Ilford in the sunshine. I’ll never forget us performing a kind of rolling road block on a random overpass to get the rolling shots Lipman wanted, me driving his old Passat and him hanging out the back tailgate like he used to. Health and safety? Yeah, we've totally got that.
Ricky and I stayed friendly over the years, bumping in to each other at shows and reminiscing about the old days and how much fun the shoot was. He is definitely one of the scene’s nice guys, so it’s pretty cool to be able to write up the feature on this, his really rather cool Mk5 so long after we first met.
But anyway, that’s enough of the misty-eyed introductions, let’s get down to business. “This has been the biggest build I’ve done since the Mk4 days,” Ricky remembered, “I've had a few things in between, coilovers, wheels and a map, but nothing all that interesting,” he continued. “You see, after the Mk4 I’d sworn to myself that I’d never get that stuck into a car again… famous last words, right?”
He is right. ‘I won’t get so involved with the next car’ is up there with ‘ah, it all got out of hand’ and ‘I didn’t mean to go so far’ as the most common sentences uttered to us when we interview a feature car owner. Ricky bought the car from the Edition38.com classifieds (remember them? Facebook has got a lot to answer for, they were the place to find a car back in the day) for the simple reason that he hadn’t owned a fifth-gen Golf yet and simply fancied one – simple as that! “I wanted a DSG rather than a manual but the deal on this one was too good to pass up on, I just wanted a simple, fast and reliable new daily really, nothing more than that,” he explained. “I don’t think I’d even got home from picking it up before my brother Naz and some other friends started sending photos and Instagram links of sorted Mk5s to my phone,” he added laughing, “I didn’t really stand a chance, did I?”
Things started simply enough, like they often do, a good service and going over at GNR Motors, his brother’s garage, was the first port of call. “I’m such a perfectionist when it comes to my cars that I like them to start in the best condition possible, plus doing the boring servicing stuff first saves money in the long run, there’s no point spending all that money doing a car up if it’s going to blow up from something silly later down the line,” he reasoned.
Service book stamped, next came some coilovers and wheels, a set of Audi Speedlines, which kept our man’s modifying itch satisfied for a little while. A season of shows later, including a few trips to Europe and most notably Worthersee, was the catalyst for the next stage, as it so often is.
We’ve often said here on PVW that Worthersee is where trends are born. We can’t quite remember which year it was now, our collective memories definitely are more fuzzy than clear cut these days, but we definitely remember when we first started seeing the first of the ‘super low, static, tucked’ cars around the lake. They wore German plates, they were almost all nu-wave cars at the time and while the UK was still loving poke and aggressive fitments, these lads were running tall, relatively narrow wheels tucked right up under widened arches on Mk5 Golfs and the like and most importantly, they were doing it without a compressor or bag in sight. It certainly made an impression on us, and it certainly made an impression on Ricky and his crew too.
“Our heads were buzzing with ideas on the way home,” Ricky smiled, “and after a few dinners, beers and phone calls back home we had a plan set for the Mk5 to try and get that look we had all fallen in love with out there.”
The shopping list was impressive; RS4 buckets for the interior, wide wings from SRS like the German boys were running, OZ Ultraleggeras, big brakes on the front and the all-important special super-low coilovers. “Sukh of Westside planted the seed to get the extra low coils on it and he sorted out a set of H&R Ultralow 140s which were fantastic,” he remembered.
The colour change also came around this time. “Out in Europe we had seen so many brightly coloured cars and just loved the impact they made,” he remembered. “I wasn’t sure what colour to do the Golf but I knew it had to be lairy,” he smiled. “I then saw a Lamborghini Huracan at my friend’s place and fell in love with its bright yellow paint which settled it. It was hard to wrap my head around the car being yellow for a while but it gets noticed where ever it goes which is cool I guess,” he laughed, “you certainly can’t miss it!”
A little while later and it was time for a change in the chassis department. No, Ricky wasn’t abandoning the static life for a set of Air Lift’s finest, it was more of a sideways move. “My good friend Jason Debono started Gepfeffert UK which is the special super-low KW coilover arm here in the UK,” Ricky explained. “The H&Rs were fantastic but I wanted to support a friend’s new business, and the KWs came with fully adjustable top mounts, trick stainless bodies and adjustable damping too which really sold it for me.” The result of the coilover change? The Golf ended up another centimetre closer to the Tarmac and the Ultraleggeras were shoved even further up in to the arch liners, resulting in a happy Ricky.
A number of the super-low static cars in Worthersee back then had cages in, purely for the look, and it was a look our man loved. MAQ Racing provided the show cage which also got treated to a wrap of the same yellow as the car itself and the backs of the leather RS4 buckets. Of course, with a show cage and two rear brace bars in place of where the rear bench used to be, something needed doing to the boot itself so in went a false floor setup in matching carpet. Out back Ricky had already put a Gladen 10” subwoofer in a custom enclosure on one side and a pair of Gladen amps on the opposite one courtesy of another friend of his, Amarjit at BladeIce.
“Then we decided that the rear end didn’t look wide enough so I tracked down a R32 rear bumper and bought a R32-style Milltek system from Ruben at Tuningwerkes to suit it,” Ricky explained. “That, the EVOMS intake, RS4 coilpacks and a stage one map is all it’s got under the bonnet but that’s all it really needs,” he continued. “I’d like to have K04’d it and all that for a big jump in power but being this low does compromise the drivability, of course, and living in London like I do I didn’t think it was worth the extra effort and cost.”
Speaking of expense, the most costly part of the whole car was without a doubt the brakes. “The brakes, no question, were the hardest and most brain-frying thing we did to it,” Ricky winced, “we must have spent £6k on second hand brake kits Naz and I trying to figure out how to make what we wanted to work, work.” The fronts were simple enough, eight-pot Brembos and 370mm discs but it was the rear end were things were complicated. “We wanted to go with R8 rear brakes with the twin calipers but with larger discs, so the rears are 365mm, only 5mm smaller than the fronts,” he added. “The hard thing was because we didn’t want to run spacers it made getting the ridiculous disks and twin calipers to fit properly a real hassle but we found a way… I’m not telling you our secret though!” He added, smiling.”
Final items on the hit list were getting the aluminum-look trim across the dash skimmed in carbon fibre, getting the wheel, gear gaitor, arm rest and handbrake trimmed in Alcantara to smarten things up and a final set of wheels, this time 8.5x20” OZ Superturismos robbed, sorry, borrowed from friend Naz.
So what’s next for Ricky? Well, the Mk5 has already been broken and sold on, its parts living on in numerous other builds while the car itself has gone on to live another life. Ricky himself though, like I was when I was handed this feature to write, has been looking back. “I’ve bought another Mk4 Anniversary Dave,” he smiled, “well, actually we as a group have bought six of them…” Wait, what? “It’s another thing we’ve seen being done in Europe over the years, you’ll see a group of mates all with the same car but in different colours,” he explained. “We already had three Mk4 Anniversarys between us and we’ve all got Mk4s in our blood more than any other car, so we figured if we got three more we would have one each and we could do something like that, all looking kind of the same but different colours, should be cool…”
Knowing Ricky and his group of mates, they’ll knock the idea out of the park. Get in touch when you have mate…
“Then we decided that the rear end didn’t look wide enough, so I tracked down a R32 rear bumper and bought a R32-style MiLltek”
while the UK was loving pokE these lads were running tall, relatively narrow wheels tucked right up under widened arches
He is definitely one of the scene’s nice guys, so it’s cool to be able to write up the feature on his really rather cool Mk5
ENGINE: 2.0 #GTI-AXX-code , #Milltek R32-style de-cat exhaust system, #Evoms-Evolutuion intake, #Revision-D diverter, #Stage-1 map running approx 260bhp, Mk2 Audi TT engine cover, Iridium plugs, RS4 coil packs
CHASSIS: 8.5x20” #OZ / #OZ-Superturismos LM wheels with 225/30 ZR20 tyres all round, #Gepfeffert-KW-Ultralow 120mm V2 coilovers, chassis notched front, eight-pot #Brembo front calipers with 370mm discs, rears R8 rear brake conversion with double calipers
EXTERIOR: Wrapped in Satin yellow, SRS wide wings, R32 front Xenons headlights, rear R32 tail lights with upgraded LEDS, Mk6 rear badge, front US-spec front GTI grille, ‘open air’ front vent grilles, R32 rear bumper, rear wiper deleted, boot button popper
INTERIOR: RS4 front sears with backs wrapped in yellow, MAQ Racing show/roll cage, Gladen 10” sub in custom enclosure, Gladen speaker amp and sub amp enclosure, false floor, carbon fibre dash trims, steering paddles and ashtray, Alcantara steering wheel, arm rest, handbrake lever and MK7 Golf gear knob, Highline instrument cluster and Polar Fiscon, Kenwood DNX521dab headunit, MK6 switches, Candy red hazard button
SHOUT: Massive thanks to my brother Naz and the rest of the team at GNR Motors, without these guys it wouldn’t have happened and I’d probably have a lot more money in the bank. My Dad and family at Grande Auto Spares for all the support and abuse along the way, Dan and Shaun at Dubcustoms for the wrap, Jason for the Gepfeffert Suspension, Ruben at TuningWerkes for endless hours of support and parts, Amarjit at BladeIce for all the Audio, Mario at MAQ Racing for the cage and brakes support, Sunny at SS Autobody for always being up for a challenge, Edge Automotive, Raz at RetroRaz for all the retro fits, Jay at Splash & Vac for keeping the car clean, Umer at Trade4less tyres, Yusuf at ECP, Ted at TPS, Manny, Leroy, Ash, Slim, Avi B, Anna, Keith, Jamie Tall, Jamie Kebab, Danny Allen, Sukh, Raks, Ranvir, Jas, Harvey, Pandy, Sal, Vick S, Hiten, Gary S, RayARD, KamIce, Fet for the bottomless cups of tea, Vick N at Lowpro, Si at StillStatic, our Belgium crew, Gurj, Dalvir and Jaspal and last but not least all the lads at workStream item published successfully. Item will now be visible on your stream.
- Post is under moderationPUTTING THE BOOT IN #Volkswagen-Jetta-Mk4-1.9TDI / #Volkswagen-Jetta-1.9TDI / #Volkswagen-Jetta-1.9TDI-Mk4 / #Volkswagen-Jetta / #Volkswagen / #Volkswagen-Bora / #VAG / #Volkswagen / #Volkswagen-Bora-TDI / #VW / #Volkswagen-Bora-IV / #Volkswagen-Bora-1.9TDI / #OZ
We don’t tend to get too excited over modified Boras these days because we very rarely get the chance, but Anthony Warrior’s example literally stopped us in our tracks. Just look at it! Words: Elliott Roberts. Photos: Si Gray.
It’s funny, but looking back over the years, we’ve only ever featured a small number of Boras on these hallowed pages – the majority of which have been created across the pond. I’d go so far as to say you could probably count the amount of full-fat, UK-built Boras on one hand. The booted version of the Golf just never really took off here in the UK, largely because people didn’t deem it as sporty as the hatchback or as practical as the estate. Understandably we’re more than a little bit excited to bring you coverage of what Anthony Warrior’s vision of a sporty Bora should look like. It’s more than simply a breath of fresh air… it’s awe-inspiring!
Despite being very fond of cars from an early age, the engineer from Darlington didn’t pass his driving test until he was 21! “I was certainly a late starter, that’s for sure. I remember as a kid that my dad was always a Ford man, but for me it was hearing my friend’s Mk3 Golf VR6 for the first time. That triggered my passion and love for all things VW almost instantly,” he confessed. Despite initially being into the idea of getting a Golf, due to owning quite a large dog Anthony’s other half, Claire, insisted that it had to be a five-door: “I’m not keen on five-door Golfs to be honest,” said the 35-year-old, “so I started looking at Boras and ended up buying this one.”
The car might have only had one previous owner and been low mileage with just 50k miles on the clock, but it was totally bone stock and that just wouldn’t do. “Okay, I can honestly say that all I ever really planned originally was a set of wheels and perhaps a remap. Now, some 12-years, five sets of wheels, three sets of coilovers, air ride and £1000s spent on bodywork and interior, I can safely say I didn’t intend to go this far.”
Anthony’s modified journey didn’t begin all that positively though, with a set of 18” Audi A8 replica wheels shod in equally awful balloon tyres being his first step on the ladder. It was actually PVW’s very own Dave Kennedy, or rather his Bora project, that helped Anthony see the light: “I have to say that I’ll always remember watching the progress of Dave’s black car… And those huge wheels he attempted to fit to it.” Needless to say after the rep’s came a set of BBS RCs, followed by a couple of sets of BMW wheels before Anthony finally wound up with his current set-up: “The wheels were something that took ages to get right, especially as they’re 20s, which nobody had really done at the time or certainly hadn’t pulled off,” he said. Anthony claims it was a bit of a gamble buying the genuine Ferrari wheels as it was a big financial outlay, but when they came up for grabs he accepted the challenge. Talk about trial and error, too: “I knew I’d need to run adaptors and the fronts were pretty straight forward being a pair of 25mm items. Out back the adaptors were quite large at 38mm, but that wasn’t a problem until I offered the wheels up before ordering tyres. For some reason one of the wheels poked out a bit more than the other, so I had to take the adaptors to work and have 2mm machined off one of them.” It’s quite a common problem on the Mk4 platform where the axle never sits perfectly in the arch. You don’t actually notice when running standard ride height as there’s lots of clearance in the wheel arches. It’s only when you’re go low and are dealing with millimeter clearance that it becomes apparent.
Talking of air-ride, after running numerous sets of coilovers over the years Anthony finally decided to bite the bullet and opt for air: “I decided I was sick of bouncing the 130-mile round trip to and from work, so invested in and Air Lift Slam set-up.” Obviously the install has progressed over time, from the original set-up he fitted in his in-law’s freezing garage, to the carbon-clad, hard-lined work of art you see today. “The air tank is still the original item, but now wears a carbon-fibre skin with copper strands running through it, which Paul from C6 Carbon said was a must-have to tie-in with my copper hard lines.” Since the initial air install, Anthony has also fitted poly bushes throughout and also added IDf drop plates to allow the amount of camber needed to run 11s out back.
It’s obvious that Anthony, who is an engineer by trade, is pretty proud of what he’s achieved with the car, especially as he’s carried out virtually all of the work – other than the paint and carbon – himself! Believe it or not the all-metal, wide-body makeover was carried out around six years ago (before the air ride and Ferrari wheels, in fact) when Anthony was still on coils and looking to fit some wide 6-series BMW wheels. “The bodywork had to be one of the most time-consuming parts of the whole project but then it was done twice. I wanted the arch lines to be as close to factory as possible, to keep it subtle.” As if widening the car by around 4” front and rear wasn’t going to be pretty damn obvious. The thing is, despite the added girth and crazy-wide wheels filling each corner, Anthony almost pulled off the whole subtle thing. For some reason though, he wasn’t really happy: “I seemed to fall out of love with the car for a while at this stage and it just got used and abused really.” It was only after talking to his friend, Dentman that Anthony got the bug again: “He suggested I should take the car to Autospray in Darlington, which I did. We discussed my plans and I quickly decided they were the right guys!”
Apparently the car was only booked in to have the wide-body conversion reworked, which should have taken a week, but that soon changed to include smoothing the doors and rear bumper, repainting the front bumper and bonnet, then doing the B-pillars and rear door quarterlight bars gloss black, plus adding new window rubbers, clips and screws: “Four weeks later it was ready for show season. That was four years ago, and since then it’s been back ever year to have little bits added or improving,” he said. The car has got continuously smoother as time has gone on. However, we love how the gloss black external parts break up the Satin silver colourcoding so it’s not too over powering.
On the engine front Anthony hasn’t gone too overboard, but he did admit to getting a little fed up being left behind by his mates whenever they went out in their cars together: “I needed to do something, so I took the car to Revo for a remap, but that turned out to more than a simple flash. We actually had to remove the ECU and install a new chip. What a difference it made out on the open road, though.” After a quick rolling road session it showed 152bhp and 270lb/ft of torque: “I was pleased but figured we could do a little better, so went for a full Milltek system from the turbo back, with de-cat pipe, too." With the addition of an ITG panel filter and Allard EGR delete, the final outcome was 165bhp and 297lb/ft and Anthony was finally happy! Having driven the car for best part of a year with the tiny stock brakes hidden behind those monster 20” hoops, Anthony was ready to up his game again, especially now he had a bit of extra power, too: “Even though I’d fitted a 312mm TT set-up up front they still looked small and the standard rears we just embarrassing, so a set of fourpiston Ferrari Brembos were sourced to replace the fronts. Then all I had to find a set of suitably large discs and make them fit,” he smiled.
After quite some time spent searching, Anthony eventually found a set of 400mm Alcon discs originally intended for a Jaguar XKR: “First these needed redrilling to fit my 5x100 hubs, then the bell housing needed machining down so the wheels would clear them.” And this was before he’d fathomed out how to make the calipers fit: “I started with cardboard templates and using wooden blocks to get the measurements for the adapters right. Then I bought two pretty large bits of steel, which were drilled and milled for around ten hours apiece. I went a bit over the top getting them as smooth and shiny as possible,” he said. Anthony claimed by the time it came to the back he’d run out of ideas, not to mentioned money: “I figured I’d got a perfectly good 312mm set-up going spare now, so why not just convert that to fit the back?” How hard could it be? “Well, after a bit of drilling, cutting, grinding and lots of swearing they went on.”
Although hard pushed to choose his favourite single modification, Anthony admits that he is particularly fond of the way the interior came together as a whole: “I just love the Recaros up from and am so pleased Paul made me do the Mk3 Rocco rear bench conversion, too. I love all the carbon work Paul’s done inside as well, then there’s the TT dash which tops it all off for me.” That said, the dash swap was probably the hardest part Anthony had to tackle himself: “I thought, how hard can it be?” Turns out, pretty damn hard! “I needed modified clocks because my car’s a diesel and they never made a Mk1 TT diesel, then the steering column had to be lowered and brought backwards,” he continued, “and because I did the full centre-console, the gear linkage had to be modified so I could select all gears. This, along with all the wiring and installation of the electric heater box – as my car didn’t have climate control – made it more than a challenge.” It was worth it in the end, especially with the diamond-stitched leather top, tying it all in nicely with the rest of the trim.
We asked Anthony what he’d change about the car if anything and he had this answer: “I wouldn’t really change a thing other than just doing it the right way the first time around, rather than rushing in and regretting it after.” As for the future, he’s going to look at cleaning the bay up, tucking some wiring and adding some more carbon: “Of course more carbon, lots and lots of it!”
ENGINE: 1.9-litre PD 115 TDI with custom chip (producing165hp and 297lb/ft), 3” down pipe and de-cat, #Milltek non-resonated system with twin-exit back box. Allard EGR delete pipe, #ITG panel filter, Touran engine cover painted crackle black, #Forge short shift kit
CHASSIS: 8.5x20” and 11x20” Ferrari 599 HGTE three-piece forged wheels by OZ with polished lips and faces mounted on G23 adapters (25mm front, 38mm and 36mm rear) with 215/30 and 245/30 Nankang tyres respectively. #Air-Lift-Slam-Series front struts, #Air-Lift tapered rear bags, #Air-Lift-V2 management, #Viair-444cc compressor and five-gallon tank, #Powerflex poly bushed all round, IDF rear correction plates. Ferrari four-pot front callipers with custom machined brackets and 400mm Jaguar XKR Alcon discs re-drilled to 5x100 with machined-down bell housings, Audi TT 312mm front brake set up adapted to fit the rear with callipers painted yellow to match fronts
EXTERIOR: Full respray in the original Volkswagen Satin silver, arches extended 40mm each side in metal, smoothed factory bumpers blended in the extended arches (front and rear), smoothed rub strips, side repeaters and roof aerial deleted, genuine Golf Anniversary front valance modified to fit and painted gloss black, genuine Golf Anniversary side skirts, Bora 4Motion rear valance (painted gloss black), genuine OEM xenon headlights with twin, centre running lights and turn signal relocation, all-red rear lights with gloss black housings, Lupo stubby mirrors (electric and heated) with clear glass and gloss black basis, new window rubbers all round, gloss black B-pillar and rear door window bar, gloss black grille, bumper grilles and scuttle tray, genuine Jetta GLI grille (carbon skinned), aero wiper arms and blades, gloss black rear towing eye cover
INTERIOR: Full Mk1 Audi TT dashboard and centre console conversion with diamond stitched leather top and custom instrument cluster, modified steering column and shortened gear linkage relocated OB2 port, Climate Control retro-fitted with heater box change, Recaro Sportster CSs in black leather with gloss black inserts, Mk3 Scirocco rear seats retro-fitted and trimmed to match fronts, six-speed Beetle Turbo gear knob, Momo 280mm wheel, carbon-skinned door card tops (with deleted door pins), steering column cowl and TT knee bars (all carbon skinned in Audi small weave by C6carbon). Black perforated leather roof lining and A, B and C pillars, Golf Anniversary black grab handles, interior light, seatbelt tops, sun visors, alarm sensors and rear view mirror, Passat mirror adjuster, leather door cards all round with custom audio builds in front doors. Brushed-aluminium door grabs, custom bootbuild with floating floor (lit by LEDs), five-gallon tank skinned in small-weave carbon with copper strands running in the weave, copper hard line installation, twin AVS polished water traps, polished compressor fittings and polished bulkhead fittings
AUDIO: JL Audio MBT-RX Bluetooth receiver, #Precision-Power-Par245 five-band EQ mounted where head-unit would have been, JL Audio XD 1000/5v2 amp with copper/carbon-skinned cover to match air tank, JL Audio TW3 12” sub in non-ported custom enclosure, 8 x 6” Jehnert woofer speakers 2 x 4” Jehnert mids, 2 x 2” Jehnert tweeters, Jehnert crossovers and lots of Dynamat throughout
SHOUT: My wife, Claire for putting up with ‘that car’, Paul at Deluxe Detailing for looking after and preparing the car, Mike and Vicks at Kleen Freaks for all their support, Paul at C6 Carbon for all the carbon goodies, Pete, Adie and the crew at Autospray Darlington, Justin at Car Spa Darlington, D&W Wheel restorers for the powder coating, Rob at JL Audio UK, plus Lee, Woody, Roger, Ricky and lastly my buddies Dentman, Shaun, Begley, Wardizzle, Cuzy and Nathen
It’s obvious that Anthony is pretty proud of what he’s achieved with the car, especially as he’s carried out virtually all of the work himself.
I just love the Recaros up from and am so pleased Paul made me do the Mk3 Rocco rear bench conversion, too.
Recaro CSs are pretty special up from but Scirocco rear bench is a genius addition.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationGorgeous E46 M3 / Slick E46 slammed, styled and tuned
THE PEOPLE’S CHAMPION / Words: Elizabeth de Latour / Photos: Sunny Ryait
With a perfect blend of styling and tuning mods, this E46 M3 really is the modified package that everyone can enjoy the people’s.
Oh yes, this is what we’re talking about. As much as we love all the air ride, the big wings, the engine swaps, the turbos, superchargers and wild wide-body kits, sometimes you just want something a bit more down to earth, a bit more achievable, affordable, a people’s champion that we can all get behind and enjoy, and Richard Ansari’s E46 M3 is that car. It looks great, that’s going to be your first reaction, because it really does, but as with many seemingly simple builds, there’s a lot more going on here than you might first notice and Richard has really put a lot of love and hard work into his M3 over the past five years.
The E46 M3 dream must have seemed almost unattainable back when Richard passed his test and got behind the wheel of a mighty 1989 Mazda 626. A BMW was going to happen though, there was no doubt about it, thanks to his dad’s decision to run a string of Bavaria’s finest when Richard was growing up, but what really sowed the seed deep down into his brain was the blue E30 325i his dad once owned. “I couldn’t get into BMs right away as soon as I passed my driving test as insurance was one roadblock as well as being a student in my younger years,” he laughs and it wasn’t until he turned 23 that he could finally make that dream a reality. “By pure chance my mate had decided to sell his E30 325i Cabriolet and gave me first dibs on it before advertising it. I knew the car and while it did have some very questionable mods, underneath it all was decent, having had a full respray, no rust, was structurally sound and had cream interior to complement the Zinnober red exterior. It was almost like reliving my childhood with those memories sat in my dad’s E30, but this time I was behind the wheel,” he grins.
Over the next three years the E30 underwent a transformation that saw it ending up with a 2.7 conversion and receiving a feature in these very pages back in March 2007. The E30 was then followed by an E46 330Ci and that path could only lead in one, inevitable direction... “The E46 M3 was a dream car for me,” says Richard, “and when my mate bought one in late 2010 and let me drive it, I made a plan there and then to own one in 2011. I had originally wanted one in Techno violet but, being a very rare colour, it was mission near-impossible to find one, so I started to look at a few other colours as a second option,” he says. That led him to Pistonheads, where he stumbled across this Steel grey Coupé, with a manual gearbox and just 50,000 miles on the clock. Richard grabbed his friend Dips, from Custom Cars, headed over to take a look at the car and ended up buying it. “I wanted to keep this one fairly standard except for a couple of subtle mods, keeping away from doing any more big modifications,” he laughs, “unfortunately, though, once I fitted a set of CCFL angel eyes and black kidney grilles, it was a bit like opening Pandora’s box,” and so we begin…
With the angel eyes and black grilles being joined by a pair of black wing vents, Richard decided to carry on with the styling mods, adding smoked Depo indicators and repeaters and tinting the outer rears to match with Lamin-X film, then sourcing and fitting a set of facelift smoked inner lights. At the rear there sits an AC Schnitzer-style carbon fibre diffuser, which fills out the bumper nicely, along with a genuine CSL bootlid, while up front, a Strassentech-style lip adds an air of menace to proceedings and is joined by a set of Hamann foglight covers, with smoked fogs. Richard says that his plan was to enhance the car’s looks without going crazy, and we have to say he’s most definitely achieved his goal. The styling additions he’s chosen give the M3 a more pumped-up appearance, accentuating its aggressive styling, but without going too far or overwhelming the looks. And, while his first choice of colour may have been Techno violet, we’ve got to say that Steel grey looks really good on the E46 M3.
The suspension has been through a few changes during Richard’s time with the car. He started off small, with just some Apex lowering springs but it wasn’t long before he found himself wanting more adjustment and decided to take the plunge with some coilovers. His first set were from D2 but the car now runs BC Racing coilovers, which offer all the adjustability he could ever want and have allowed him to achieve the perfect ride height. “With the suspension sorted I was looking at big brake kits as the next big upgrade,” he tells us. “For the M3 there are a lot of options and routes you can go down and then, one day, an ad came up for a complete set of AP Racing brakes from Imran at Evolve Automotive. After a quick think, and after checking the piggybank, we did the deal and I picked them up. It did occur to me, not long after that, what would I do if my wheels didn’t have enough clearance, without having to resort to using big spacers, but figured I’d worry about it later. One way or another there was not going be any compromise, so I dropped the calipers over to Dips at Custom Cars to work his magic, turning them from red to orange.
I really like the way they look behind the wheels but beyond that the stopping power is so consistent compared with the OEM setup. I mounted the front wheels to check for clearance and luckily to my surprise only a 5mm spacer was needed,” he says.
As far as the wheels are concerned, Richard didn’t start off small and work his way up to something impressive, he went big right away, kicking things off with a set of AC Schnitzer Type 3 Racing splits, which are a great-looking classic wheel design. But that wasn’t enough for him, he wanted more… “I wanted something a bit special,” he says, “it had to be a three-piece wheel and my ideal choice was a set of Hartge Design C splits, but not only are they rare they also command a huge premium. I wanted something that you don’t see everyday and it had to have friendly offsets, with the aim of building a set of wheels wide enough, without needing any major work to fit straight on and not needing any camber.
After missing out on a set of Oz Futuras, I found some Oz Mitos on German eBay just before whisking my partner off to Marrakech for her birthday; I had an idea of what they looked like on a normal E46 but couldn’t find a set fitted to an M3 anywhere, so I knew this was my opportunity to run something fairly unique. Midway through the holiday, while she was getting ready in our hotel room, I placed a bid just before the auction finished and won,” he grins. Best. Holiday. Ever.
“They were 18s with the right offsets and being the Type 1 version, which are reverse mounted, are pretty rare in a BMW fitment. As soon as they arrived I went down to Dips for a test fit and we worked out what lip sizes to run front and rear. Originally they came as 8.5x18s and 9.5x18s and I really wanted to run an 11” wide wheel at the back, so Dips started the strip down of the wheels for a full refurb. He ordered 3.75” lips for the rear and moved the 2” lips to the front making the new setup 9x18” and 11.25x18”.
We knew an arch roll was needed, so Dips got that sorted and, with fresh Continental tyres fitted, we mounted the wheels. Seeing them built up and fitted on the car I knew I had made the right choice,” he grins. “They just completely changed the way the car looks, but not only that, the fitment is perfect too, with no rubbing or any negative camber required to aid with clearance.”
With the car looking on point as far as styling was concerned, Richard popped his bonnet and took a good, long, hard look at the engine bay. “At first I had no real plans on doing any engine mods,” he admits, “that is until a group buy came up for some Geoff Steel Racing air boxes on the M3 Cutters forum. After reading the feedback on it and with a bit of encouragement from forum members I went ahead and placed a pre-order.”
Usefully, as part of the group buy, Evolve joined in with a special offer on Alpha N remaps to go with the air boxes so, with his sexy new carbon air box fitted, Richard headed up to the company’s Luton HQ to get the car remapped. “These cars make anywhere between 320-330hp on average,” he explains, more than a few ponies shy of BMW’s 343hp claim, “and originally mine made 321hp. After fitting the airbox and mapping it, we saw 349hp, which was a very nice gain and was noticeable on the road. As well as that is the induction noise you get as soon as you floor it. It makes such an awesome roar you never get tired of it and want to hear it more and more,” he says with a grin. “To complement the airbox for sound and for a little extra power, I fitted a set of 100 cell cats paired with an Eisenmann Race rear box, which has given a better throttle response through the rev range. To finish off I got the holy grail of exhaust manifolds, with a set of Supersprints, which very rarely come up for sale. They were brand new but never fitted and I soon snapped them up to complete the setup.”
While he may have been sorted for power, that carbon air box was showing up the rest of his engine bay, so action needed to be taken. Obviously carbon was the way forward, and Richard began to develop a little bit of an obsession with the mesmerising weave. First came an intake cover that fits over the existing item but also partially covers the front of the air box, and once that had been fitted, obsession became unstoppable addiction. Desperate to feed his habit, Richard read up on and briefly considered having a go at carbon skinning, before he found Prapan, who runs NVD Motorsport, and saw his carbon-skinning talent. Quick as a flash, Richard had removed his emissions pump, xenon ballasts and ECU cover and handed them over for skinning in 2x2 weave to match the air box and also asked for a pollen filter cover. The six week wait to get the parts back was absolutely worth it but when it came to getting the rocker cover skinned, the cost of postage and import duty was proving prohibitive.
Richard found himself a slightly more local carbon skinner by the name of Jaydee Customs, over in Poland, who duly skinned the aforementioned rocker cover, leaving Richard with virtually nothing left to cover in carbon. The finishing touch here in the engine bay is a rather sexy and substantial Rogue Engineering strut brace. And now we come to the interior, because of course Richard couldn’t leave that alone either, and we’re glad he didn’t.
Originally, his M3 had been fitted with the black leather interior, nice but a bit plain and, for Richard, lacking contrast against the Steel grey exterior. “I didn’t want to settle for red,” he says, “so I searched for a year until a rare Cinnamon interior came up on E46 Fanatics. It wasn’t a sale but a straight swap for black leather, offered by a chap called Mark who was working for Nitron Racing at the time. So after a brief chat on the phone we arranged for me to come down to him one day and we both swapped out our interiors at the premises. For me it made such a huge difference, not just the fact it was a nicer place to sit in now, but it goes so well with the car.” We have to agree as we’re big fans of coloured interiors, they make such a nice change from the usual dour shades, and Cinnamon is seriously lush.
It’s further complemented by matt dark myrtle wood trim, an unusual choice for an M3 and an extremely rare trim option, but it’s absolutely gorgeous and looks so good here. The steering wheel has been re-trimmed by Royal Steering wheels, with extra padding, cinnamon stitching and a cinnamon centre stripe while the gearknob has been replaced with an illuminated F10 M5 item with matching gaiter, mounted on an E60 short shift for crisper gear changes. Finally, Richard’s most recent interior mod, is the Awron gauge mounted in the driver’s-side centre air vent. “It was a bit of an impulse buy,” admits Richard, “I saw a demo of it on YouTube and when I saw they had made them for the E46 I got one ordered. It goes nicely with the dash and it’s a nice bit of kit, displaying various parameters from intake temperatures to O2 sensor voltages along with a G force meter and loads more functions.”
It’s taken Richard four years to get his M3 to where it is now, and he couldn’t be happier with the result of all that work. “I think where it is now I have found that place where I wouldn’t change much else,” he smiles. “A full respray is on the cards next, in the original colour, and I want to get the map tweaked with the addition of the exhaust mods. But my long term plan if I can is to keep the car and hopefully one day give it to my son,” which would be an amazing gift, and something very special for that young man to hold onto. So, does that mean Richard’s hanging up his modding hat for now? No… “I have an E30 325i Cab which I bought over four years ago as a project car so, with the help of Dips, there are some big plans for it. Watch this space!” he says with a smile and you can be sure we will be.
“… I think where the car is now I have found that place where I wouldn’t change much else”
/ #BMW-M3-E46 / #BMW-M3-Tuned-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-M3-tuned-E46 / #BMW-M3-tuned / #Evolve / #BMW / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46
TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #OZ
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #Geoff-Steel-Racing carbon fibre air box, #Evolve-Alpha-N remap, #Supersprint-V2 exhaust manifolds, 100 cell race cats, #Eisenmann Race rear exhaust section with 83mm tail pipes, carbon fibre engine cover, emissions pump cover, ECU cover, xenon ballasts and pollen filter cover, Matt Haley billet aluminium oil filter cover, #Rogue-Engineering one piece strut brace. Six-speed manual gearbox
CHASSIS 9x18” (front) and 11.25x18” (rear) three-piece #Oz-Mito wheels with 225/40 (front) and 255/35 (rear) Continental ContiSportContact 3 tyres, #CA-Automotive stud conversion kit with Motorsport Hardware wheel nuts, BC Racing BR series coilovers, Revshift 80a subframe bushes, #AP-Racing-BBK with six-pot calipers and 356mm discs (front) and four-pot calipers and 328mm discs (rear), custom orange calipers
EXTERIOR Original Steel grey paintwork, Strassentech-style front lip with carbon fibre insert, Hamann fog light covers, smoked fog lights, black kidney grilles, black wing vent grilles, 4000K CCFL angel eyes, Depo smoked indicators and side repeaters, carbon fibre black and white bonnet and boot roundels, AC Schnitzer carbon fibre rear diffuser, OEM CSL boot lid, Lamin-X smoked rear lights, Eagle Eyes smoked inner boot lights
INTERIOR Full cinnamon interior swap, matt dark myrtle wood trim, re-trimmed padded steering wheel with cinnamon stitching and cinnamon centre stripe, F10 M5 gear knob and gaiter, E60 V8 short shift kit, Awron digital vent gauge
THANKS Dips at Custom Cars for his input and direction over the years, Teddy at SSDD Motorsport, Prapan at NVD Motorsport, Jaydee Customs, John at carbolts.co.uk, Evolve Automotive, Alex at Elite Car Care, Jack at Royal Steering Wheels, all my friends, family and my understanding wife for supporting my passion for cars over the yearsStream item published successfully. Item will now be visible on your stream.
- Post is under moderationWords Davy Lewis Photography Jape Tiitinen
NEED FOR SPEED
This #1989-Audi-Coupe has evolved into, probably, the fastest car on the streets of Finland, with a 0-62mph of 2.3secs, and over 1100hp…
Flying Finn – 1100bhp Coupe
Over 1100bhp from this #S2-engine’d monster
It all started back in the winter of 2010 when I bought the car,” explains owner, Henry Riihelä. “I had a 350hp Audi Ur-S4 at the time and was planning to start tuning it to the extreme. Fortunately, my friend and one of the current IMSA-Sipoo team members, decided to sell his already tuned Audi Coupe quattro to me. The Coupe suited me much better anyway because it’s much lighter.”
The engine had already been done and it’s testament to the quality of the build that it still runs the same forged internals that were fitted by the previous owner in 2010. Even more impressive when you learn that it’s currently running 1102hp and 1043Nm at 2.9bar! “That is the one reason I believe the engine is still in one piece with the same internals,” says Henry, “because I always take logs from the ECU when I drive it hard and adjust things if necessary – it’s saved me at least one catastrophic engine failure.” The Coupe began with a Holset HX40S turbo and made a very healthy 662hp and 775Nm at 2.7bar on what was then Shell V-Power 99. The spec remained for a couple of years with Henry doing about 30,000km in it.
“Then in 2012 I changed to E85 fuel and with the HX40S made 698hp and 746Nm at 2.1bar.” However, the turbo was maxed out. Even so, the car ran 100-160km/h in 2.85secs and achieved 100- 200km/h in 5.3secs. “It killed a couple of fast 911 Turbo Porsches on the street – they were sold right after that,” laughs Henry.
Next came an HX50 in 2013, which Henry admits was an error “I should have gone straight for an HX55.” Even so, with some Toyo R888s fitted to aid grip and the Tatech ECU upgraded from a 6 to a 32, the now 840hp and 860Nm Coupe did 100-200km/h in 4.6secs and 200-300km/h in 12.1secs. “It outran some fast bikes on the streets,” smiles Henry. “But the rear drive shafts started to bend, so a set of billet items were made.” Fast forward to 2014 and some CatCams were fitted, together with solid lifters, while the turbo was swapped for the more capable HX55. “It made much more power at the top end, but it made the same boost at lower rpms as the HX50, so it was all win,” says Henry.
The car made a best figure of 1019hp and 985Nm at 3.16bar, but it was driven at a less stressful 2.9bar giving around 950hp all summer. Henry continues, “The best races were against a 308whp turbo GSXR 1000 and a 303whp turbo Hayabusa. We did a couple of races from 80-300km/h – the GSXR lost and the Hayabusa runs were dead even. We were all shocked. Nobody thought that this little Audi would be that fast – including me.” That summer. Henry took the Coupe to a non-prepped drag strip where he achieved a 9.9sec quarter mile at 240km/h. “It was a very hot day and I had not tuned the car for that kind of weather (so was running a bit less power), but it was still a real 9sec street car on a non-prepped track and street tyres,” says Henry.
Also that year, the car did 0-100km/h in 3secs, 100-200km/h in 3.9secs and a standing mile event with a top speed of 337km/h (209mph) before he ran out of gears. It was here that Henry chose to upgrade to a PAR Engineering dog box and sequential shifter, which he says, “Was a big mistake.”
Sadly the season ended even before it actually started. “First #PAR-Engineering sent the gearset six months late and in my second full pull on the street, the main shaft broke – I was pissed. So we quickly made an IMSA Sipoo main shaft with a bigger chevy spline and have had no issues with that. But the summer had already turned to autumn and the weather was cold, limiting traction.” Despite the cold weather, Henry achieved 0-100km/h in 2.3secs, which is damn impressive. He also discovered he could get all four wheels to spin at 200km/h (124mph). He went on to lay down some epic times – 100-200km/k in 5.5secs and 80-120km/h in one second dead.
This brings us to 2015, where a few other upgrades were deemed necessary. “We fitted an FHRA-spec roll-cage – the goal was that the car should still weigh the same once it was fitted – 1240kg.” This entailed saving weigh elsewhere, which included a composite tailgate with polycarbonate window (-15kg); the sunroof was removed (-16kg); excess removed from interior (-15kg); lightweight race battery fitted (-15kg). At this point a Quaiffe LSD was installed up front to aid traction, while the piston pins were changed to heavy-duty items (the old ones were starting to bend) and the exhaust manifold swapped for a larger item. The cylinder head was also ported to the max and the intake manifold was tweaked with larger valves fitted. “On the dyno, with same HX55 hybrid as last year, but less boost (2.9bar) we made 1102hp and 1043Nm.
And that pretty much brings us up to the present day. “Nothing special was done for 2016,” says Henry. “We changed to a Wavetrac LSD at the rear and by the start of the summer broke the PAREngineering 3rd gear due to the malfunction of the SQS shifter. The shifter never really worked well, so I had to change the H-pattern back.”
“My goal was always to make it the fastest car on the streets of Finland – an ultimate sleeper. I think I’ve achieved that now,” says Henry. But he’s not done, not by a long shot. “For 2017 my goals are an 8sec quarter mile and to achieve 0-300km/h in 11secs – both on a street surface, rather than prepped drag strip. I think I have achieved what I started out to do and made the fastest vehicle on the streets of Finland. I just have to get the new air shifter gearbox done – and if someone is faster I’ll have to order an HX60…”
SPECIFICATION #Audi-Coupe-Quattro / #1989 / #Audi-Coupé / #Quattro / #Audi-Coupe-B3 / #Audi-Coupe-Typ-89 / #Audi-Coupe-Quattro-B3 / #Audi-80 / #Audi-80-B3 / #Audi-80-Typ-89 / #Audi-80-Coupe / #Audi-AAN / #Audi-Coupe-Quattro-Tuning / #Audi-Coupe-Quattro-B3-Tuning / #Audi / #Holset-HX55 / #Holset / #OZ
Engine #AAN 2.2 5-cylinder, stock crankshaft (balanced, nitrided and polished), #Wiseco pistons and piston pins, #PO-Metal connecting rods, water jacketed cylinder block and head, #Holset-HX55 hybrid turbo, #Tial 60mm wastegate, IMSA Sipoo big exhaust and intake manifolds, 4,5in downpipe, 4in to 2x2,5in exhaust (side exit), butterfly valve to bypass mufflers when boost pressure goes over 1bar, #IMSA-Sipoo breather/catch tank system, #Cat-Cams camshafts with solid lifters, oversize intake valves, billet intercooler (as big as it can be), 1xVeyron fuel pump to surge tank, 2x #Bosch-044 to engine, #Bosch #Bosch-EV14 2200cc injectors, #Aeromotive FPR, #Tatech 32 ECU with special features: (rolling launch control, rev limiter by gear, shift cut by gear), 034 motor mounts.
Power 1102hp and 1043Nm @ 2.9bar on E85 fuel
Transmission 01E 6-speed IMSA Sipoo/PAR-Engineering dog box, SQS sequential shifter, Quaife front LSD, Wavetrack rear LSD, PO-Metal billet flywheel, Tilton 2-plate clutch with line lock for LC, Karpiola billet drive shafts, 034 transmission mounts
Brakes D2 8 piston calipers with 330mm discs (front), #Audi-S2 stock (rear)
Suspension #KW3 coilovers with stiffer springs, Whiteline rear sway bar, aluminium subframe pushings (rest polyurethane), reinforced control arms
Wheels & Tyres 8x18 #OZ-Ultraleggera with 225/40 Toyo R888 tyres
Interior Fully stripped with FHRA spec roll cage, Sparco racing seats, Vems wideband lambda and EGT gauges, shift light
Exterior RS2 front bumper with IMSA Sipoo front splitter, fiberglass trunk lid with polycarbonate glass, sunroof removed Tuning contacts/thanks IMSA Sipoo, Petteri Lindström and Antti Oksa, Tatu (Tatech), Check out YouTube: 4WDDR
“Nobody thought this little Audi would be so fast, including me”
“It killed a couple of fast Porsche 911s on the street”
Above: One very happy owner.
Left: Intercooler dominates the front.
Below: Cage and bucket seats.
Above: Big brakes and lightweight #OZ wheels.
Above: This monster gets used on the road.
Right: Side-exit tailpipes.
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- The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the story showing how the owner progressed with the build – lots of great information and a little window into the world of extreme power builds. And it’s another can from Finland – how come they build so many crazy Audis? Must be something they put in the water. Anyway, keep it up. More ...
- Thanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to doThanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to do with those long, harsh winters – nothing else to do apart from tinker away in the garage. More ...
- A correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs nA correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs not 5.5secs. Sorry Henry. And damn, that makes it even faster than we thought. More ...
- Post is under moderationRELUCTANT HERO Stripped-out, hardcore Rocket Bunny E36
This Rocket Bunny E36 has it all – the looks, the poise, the power, the high-end motorsport parts. Must be the product of a full-on E36 obsessive, right? Er, no, not really… Words: Daniel Bevis. Photots: Sebas Mol.
“I didn’t really like E36s much until recently,” says Selo Bilgic, in perhaps the most unexpected and unsettling opener we’ve heard in a while. Think about it – how do you go from not liking a certain car to building one of the coolest examples out there? It defies logic. Ah, but then much of Selo’s thought processes seem to follow this serpentine path. “I only got into BMWs in 2014,” he shrugs. “My first car was a Mk3 Golf GTI, and before this car I’ve always driven VWs and Audis.” For the sake of scene-setting, you’ll have to bear with us for a moment as we sidle over to the corner of the office occupied by sister-title Performance VW magazine to see what’s what.
“Yup,” drawls PVW man David Kennedy, adjusting his snapback with a flourish, “this guy had a Mk4 R32 on Porsche centre-locks, a Mk5 R32 with R8 carbon-ceramics and more Porsche centre-locks, an S4-ified A4 Avant, a Mk3 VR6, and a bagged ’78 Passat.” Well, that’s cleared that up. Selo’s a guy who likes a lot of VAG. So what changed his mind?
“My parents bought a brand-new E39 back in 2003, and I loved that car,” Selo admits, the mask falling as the Bavarian truth begins to escape from its Wolfsburg shackles. “The lines of it were so simple and clean, I guess that was ultimately my inspiration to start a BMW project one day.” Aha. The pieces of the jigsaw begin to shuffle themselves into place. But an E39 is not an E36. There must have been some other persuading factor?
“Not really,” he smirks, enigmatically. “Like I say, I never liked the E36, but somehow over the years they started to win me over, and the more I thought about it, the more I wanted to build a custom one.” We can all be glad that this fractured decisionmaking process, however faltering, was allowed to run its course, as Selo’s experience in modding Dubs has certainly stood him in good stead this time around. It also helps that he works for H&R Suspension, and finds himself surrounded by and working on hot lowered cars all the time; his various Golf projects all ran custom H&R setups, and this E36 follows the pattern. But we’ll get to that later…
Perhaps unsurprisingly, there’s no great and protracted story about scouring the globe for the perfect 3 Series. “I had the idea, and a couple of weeks later I bought the car,” Selo says, with admirable nonchalance. “My friend Dima wanted to build an E36 stance project, but he lost motivation and sold me the car.”
Okay, so perhaps we’re framing this all a little unfairly. Selo is not an indifferent sort of guy; in fact, as his history of modifying clearly demonstrates, he goes all-in with everything he does. The results here speak for themselves – this isn’t a case of simply bolting on some off-the-shelf parts and rolling up to a few low-rent show ’n’shines; no, this is a detailed and fastidious effort that’s resulted in a sort of caricature of a 1990s Touring Car. It’s magnificent to behold.
“The plan came about by chance in early 2015 while I was sharing a hookah with my friend Göksu,” he explains. “It was a picture of a Rocket Bunny E36 that got me thinking; owned by Brian Henderson from Rotiform, I’d first seen that car at Wörthersee in 2013 and I decided that I wanted to build a race car with that body kit.”
So that’s exactly what happened. With the donor acquired from Dima, Selo set about tearing the thing down to first principles like some kind of furious Tasmanian Devil, bits of trim flying all over the workshop as he single-mindedly reduced the E36 to a bare shell. And from that point, it was time to perfect the base – after all, there’s no point starting a race car project with a frilly shell.
Every iota of imperfect metal was hunted down and either straightened or strengthened – or, if need be, cut out entirely and replaced. So with a freshly renewed starting point, it could all be sprayed in a shimmering, dazzling coat of purest white. The Rocket Bunny kit for the E36 comprises a number of pieces, with the most obvious being the vastly protruding arches. The fact that Selo’s slathered his car in racer livery actually reduces their imposing impact at first glance, as you expect a Touring Car to have bullish width, but it’s in viewing the car in profile that you realise just how much surface area these arch extensions cover.
They’re not the only part of the body kit, of course; bridging them fore and aft are a pair of broad side skirts, while there’s also a front splitter and ducktail spoiler. The latter, however, isn’t present here, as you’ve probably noticed. “I decided to go with an M3 GT wing instead,” Selo reasons. “I just love the elevated look of the Class 2 spoiler.” Fair enough. You’ll notice as well that the bumpers have been replaced with M3 items, as their aggression sits more neatly with the comically fat Rocket Bunny addenda.
This theme, understandably for a trackoriented project, blows through to the interior with gusto. “A Rocket Bunny E36 can’t be comfortable,” he says, matter-of-factly. “It must have the spirit of a race car, which is why it’s got the Cobra race seats, plumbed-in extinguisher and the full Pleie Sport roll-cage.” And ‘the spirit of a race car’ very much informed the choice of wheels too: “At first I wanted to fit a set of BBS E88 Motorsport wheels – in fact, I have a set of staggered 18s,” says Selo. “But I just love the OZ Challenge HLTs, they’re so light and the car really looks like a badass racer with the these.” What he’s modestly neglecting to mention here is that the rims in question were actually sourced from a Porsche GT2 race car, which is a pretty cool boast.
“Under the body kit, everything is adapted for the big wheels,” he grins. Yeah, we’re not surprised. Just look at the rears, they’ve got 295-section tyres! And we love the massive BMW M Performance six-pots peeping out from behind the fronts. Very cheeky.
A car with such racy focus must have a fairly fiery motor under the bonnet, then? “Yeah, kinda,” he smiles. “It’s a 2.5-litre with the M50 intake upgrade, which has been remapped, plus I’ve lightened the flywheel. But I’ve got big plans for this very soon, as that motor was only for shakedown in the 2016 season. For 2017, the car’s going to have a turbocharged M50 with around 800hp.” Crikey. This guy really doesn’t mess about, does he?
One area that we have to talk about, for obvious reasons, is the suspension. You don’t work at H&R without picking up a few tricks for your own projects, after all. “The car’s running custom H&R race suspension,” he says, entirely out of pride and clearly not just toeing the company line. “It’s got adjustable aluminium shocks at the front with 50mm-diameter springs; same at the rear but with coilover shocks.” And the infinite adjustability is exactly what you need in a race car project. “My daily driver is an F30 BMW with H&R Deep suspension, which is amazing for how I use that car, but this track setup up really takes it up a level. This is my fun car.”
You can see what’s happened here, can’t you? Selo’s been indoctrinated. This isn’t just an E36 to get out of his system before he dives back into VWs; he’s having so much fun with it that he’s paired it with an F30, just to ensure a creamy 3 Series hit every single day. And after eight months of serious effort on the Rocket Bunny racer, the results are shouting for themselves. “Its first show was the Essen Motor Show,” he casually throws out there, like it’s the most normal thing in the world. “I hope they liked it…”
We can assume that they probably did. And the rumblings from this corner of Westfalia, and the promise of a new livery for 2017 – along with that colossal power hike and, yes, perhaps those BBS E88s – suggest that this car will be winning over new fans for some time to come. It’s not bad for someone who didn’t really like E36s, is it?
DATA FILE Rocket-Bunny / #BMW-E36 / #BMW / #BMW-E36-Rocket-Bunny / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E36
ENGINE AND TRANSMISSION 2.5-litre straight-six #M52B25 / #BMW-M52 / #M52 / , M50 intake, remapped, lightened flywheel, five-speed manual gearbox
CHASSIS 11x18” (front) and 12x18” (rear) #OZ / #OZ-Challenge-HLT wheels from Porsche 911 GT2 with 265/35 (f) and 295/30 (r) tyres, #BMW-M-Performance six-pot calipers (front), E36 M3 brakes (rear), #H&R custom race suspension with 50mm-diameter springs with adjustable aluminium shocks (front), adjustable coilovers with 50mm-diameter springs (rear)
EXTERIOR Restored shell, bare-shell respray, Rocket Bunny kit, M3 bumpers, M3 GT rear spoiler
INTERIOR Stripped, Pleie Sport roll-cage, plumbed-in extinguisher system, Cobra Imola race seats, OMP deep-dish steering wheel, carbon fibre doorcardsStream item published successfully. Item will now be visible on your stream.
- Post is under moderationBASKING SHARK
The E24 6 Series is a masterpiece of classic design and one that with a just a few mods becomes something special. This classic CSi isn’t the sort of shark that’ll rip your leg off without hesitation or warning – it’s a mellow, low-and-slow cruiser. Although with 200hp-odd from the factory, you’d still do well to keep an eye on it… Words: Daniel Bevis. Photos: Henry Phull.
“BMWs are in my blood,” says Henry Phull, as he nonchalantly rumbles to a halt before the photographer’s lens in his shimmering retro sharknose. This, of course, sets alarm bells ringing – you know what happens when you mix sharks with the suggestion of blood, you’ve seen Jaws. We step back cautiously and allow him to elaborate: “My dad had numerous Beemers when I was growing up, the most notable being an E24 M635CSi in red – that was his favourite car, and I’ve wanted a sharknose of my own ever since.”
It’s a story oft-told, the my-dad-had-one-of- those aspiration, and it’s played beautifully into Henry’s hands as he strategised the long game. Starting out his driving career in an Audi runabout before graduating to an E34 525i, the stepping stones were inexorably leading him toward an old-skool 6 Series… although when it happened, it came out of left-field, as it turned out that the lure of the E34 5 Series distracted him somewhat. “I just fell in love with the noise and the leather of the 525i,” he grins, “and after that I had a V8 530i, with both cars receiving Throwing Stars, coilovers and M5 interiors. I was then on the hunt for a 540i – and I test drove a few which turned out to be lemons – when a 635CSi turned up at the right price, in the right place at the right time…”
This move of celestial serendipity was enough to jolt Henry’s childhood dreams back on track. Receiving a message from a friend saying that a mate of theirs in the motor trade had just taken in an E24 in partexchange was enough to prick Henry’s ears up. He called the seller in question, who turned out to be vague on the details and sent over some low-quality photos of the car. Not a lot to go on, there – but it had one key hook: “It was white!” says Henry, triumphantly. “A white 635CSi is an uncommon sight, so I was interested.”
From there on in the whole thing was inevitable, really. The cherry on the cake was that the vendor was planning to put it into his bodyshop to freshen up the front wings and sort out any rust the car may have, and this – combined with the low, low price (undisclosed here, but undoubtedly a once-in-a-lifetime deal) – was enough to twist Henry’s arm. Although to be fair, it was already pretty much twisted. The chance to own the car of his childhood dreams? Yeah, you’d have been right in there too.
“I told him I would go up and view the car as soon as it was out of the paint shop,” he recalls. “A week later I made my way to Basingstoke to take a closer look. On first inspection the car was dirty and tatty, like it was in the photos I’d seen previously, but the paint was decent and they’d done a good job on the wings. It needed a few niggly things sorting; the floor was wet, the windows didn’t work properly, the indicators didn’t work, the engine had a couple of oil leaks and sounded tappy… but I decided that the car was being sold to me so cheap, it was worth the risk, and I could break it for more than I paid for it if the car turned out to be bad.” With no prior experience of owning M30-engined cars, this was something of a step into the unknown for Henry, but it represented more of the good sort of fear that you get from, say, rollercoasters than the bad fear you associate with axe murderers and PPI cold calls. And so a deal was struck.
Such was the thrall in which the E24 held Henry that he kept it completely bone-stock for a year before any thoughts of modifying crossed his bows. But inevitably the dark thoughts crept in, as they’re always prone to do, and he found himself bolting on a set of Throwing Stars (hey, stick with what you know…) and chopping a few coils off the springs. Appearances at a few shows yielded universal praise, although at this stage he was focusing more on maintenance than modification. But with the car mechanically tip-top and aesthetically up-to-scratch, it was time to do things properly.
“I’d always fancied split-rims, and this was the car that finally pushed me to do it,” he says. “I’d always gone with OEM+ wheels before, but I found myself scanning the internet, looking for the right splits.” He’d already decided that they had to be 17s or 18s, and initially favoured a mesh design that would evoke the CSi’s original metric wheels. But then a set of OZ Futuras popped up on Stanceworks and changed all of that.
“They were up for sale in Germany, and it was a bit of a scary purchase as they were used and I would never know the true condition of them until they arrived,” he recalls with a grimace. “I wasn’t even after this sort of wheel design but this set had gold centres; gold on a white car was what I wanted. It’s just so period-correct. A quick photoshop later and it was clear that they would look amazing!”
The specs were aggressive and Henry found that the judicious use of spacers would push them right into the arch lips in fine style. The next inevitable quandary, of course, was how to lower the thing…
This was a weighty decision indeed, with Henry having recently devoted himself full time to Slam Sanctuary, the site he founded to showcase badass low-down rides. He had to walk the walk, right? But at the same time there was a tight budget to consider – going it alone employment-wise is a financial tightrope. This was the initial impetus that swayed him away from air-ride and toward rolling static, although we all know that this is more than a cost-based decision; air vs coilies is a lifestyle thing. They both have their merits, but it’s down to how you use your car and what sort of character you want to give it.
A long chat with SS Autowerks resulted in a set of well-priced BC Racing coilovers winging their way to him, in drool-worthy Extra Low flavour with custom spring rates. To complement this new attitude to altitude, SSA also threw some engine raisers to get the M30 20mm further from the Tarmac which, brilliantly, raise the base of the sump above the subframe, so the car doesn’t even need a sump guard. Who says static rides are all oily heartache and tow trucks?
The vagaries and mechanical complexities of the E24 (shall we just call it quality engineering?) meant that the fitment of coilovers wasn’t a walk in the park, so Henry entrusted the job to the irrepressible Paul of Coltech Classics, who set about ripping out the MacPherson strut setup and welding the Extra Low units to the hubs.
“Paul said the BCs were a dream to work with,” Henry enthuses. “We couldn’t believe how low they allowed the car to run while maintaining drivability, I’d recommend them to anyone with an E24.”
The nature of Henry’s sloped driveway meant that the centre exhaust box was catching with these new-found lows, which gave him the excuse to rip the thing off and replace it with straight-through pipes – a nifty little fringe benefit – while some trimming of the rear arches was the final job Paul needed to carry out in order to make the thing day-to-day streetable.
And that, in a nutshell, was the realisation of Henry’s boyhood dream. You’ll note that the car’s exterior remains resolutely unmodified – “Why alter the body of an already beautiful car?” he reasons – and much the same is true of the factory interior, save from the addition of an MTech I steering wheel. This is textbook ‘stop, drop and roll’ stuff, and it’s all the better for it.
“The first show I took it to with the new look was the Players Classic, and the attention it received was just on another level,” he grins. “And then the BMW Festival at Gaydon… people were constantly asking me if it was bagged, which just goes to show what the right sort of coilovers can achieve.” Such is the menace of the bona fide shark; you don’t need to be flash – you just have to bare your teeth.
DATA FILE #BMW-E24 / #BMW-635CSi / #BMW-635CSi-E24 / #BMW-6-Series / #BMW-6-Series-E24 / #BMW / #OZ
ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B35 / #BMW-M30 / #M30 , engine raisers, centre exhaust silencer removed, four-speed auto / #ZF4HP / #ZF
CHASSIS 8.5x17” ET13 (front) and 10x17” ET19 (rear) #OZ-Futura wheels with 25mm (front) and 30mm (rear) spacers and 205/45 (front) and 245/35 (rear) tyres, #BC-Racing Extra Low Type RA coilovers with custom spring rates
INTERIOR Stock with full factory leather, M Tech 1 steering wheel
THANKS Paul at Coltech Classics for going the extra mile to lower the car, Nick and Alex at SS Autowerks for supplying BC coilovers and engine raisers, Tom Etheridge for servicing and helping to maintain the car in his spare time, Paul at MVT Poole for general maintenance and always sorting me out at the last minute whenever there’s an issue, Simon and Nathan at The Wheel Specialist Bournemouth for assisting with fitment and tyres. Last but not least, my parents for letting me park the car in their garage!
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- Post is under moderationLOW PROFILE
With countless subtle mods, this is one smooth E36 Cab. Everyone modifies E36s but it takes dedication and a keen eye for detail to build one that’s packed with as many subtle yet significant tweaks as this one. Words: Elizabeth de Latour. Photos: Matt Richardson.
The E36 really is the perfect BMW when it comes to modifying. Think about it: it’s cheap, there are plenty to choose from, and the selection of aftermarket upgrades is truly unsurpassed. If you want to build yourself a modified E36 project car, you are spoiled for choice on all fronts and you can really go to town. But, and herein lies the rub, because of all these factors, building a car that stands out from the crowd is much more of a challenge; it requires dedication to take your E36 the extra mile. Luckily for us, Tony Munn (@M2onys on Instagram) has dedication in spades which means we can share his lovely bagged E36 Cab with you…
“I’ve always been into modifying,” Tony begins. He went through numerous cars in his youth; however, the responsibilities of adulthood eventually caught up with him and a house purchase put an end to his carbuying ways. Fortunately, you can’t keep a good man down. “After a little while, I decided I wanted something nice so I saved up and bought this in 2004,” Tony continues. “It’s a 1994 E36 328i with a manual gearbox, which is exactly what I wanted, and I bought it completely standard. I drove a few M3s but the insurance was much higher and I felt the 328 drove better. The hardest part was finding a manual, it took me three months of searching.
“My plan was to just have a nice car and not do anything to it, but then came the wheels. I bought a set of 18” E46 M3 reps because they fitted but with them on the car looked a bit high, so I started looking at springs…” We all know where this is going! “In the end I decided to go for a set of Eibach coilovers instead of just some springs and then I decided to get the paint done. The car was tidy but there were a few dents and nicks and a bit of rust so I wanted to get it looking like new. Then came the decision to do some smoothing.”
Here is where we start getting into the details that set Tony’s car apart from the myriad modified E36s out there, details that you might not notice at first glance, subtle tweaks that make a big difference to the overall look of the car. Tony had the bonnet badge, washer jets, boot badge and lock, and fuel filler all smoothed. The aerial and locks have been deleted while the numberplate mounts to the front bumper via magnets, meaning it can be quickly and easily removed at shows for a super-clean front end. The whole car looks incredibly clean and smooth as a result.
“I wasn’t sure if I should colour-code the trims,” Tony says. “I had to make a decision over the phone with my painter. I said ‘yes’ and I’m glad I did,” he smiles. We agree, the smoothed elements of the body work really well with the silver trim strips around the whole car. The door handles have also been colour-coded for that finishing touch, eliminating all traces of black trim from the exterior, while the standard mirrors have been replaced with a sleeker-looking pair of AC Schnitzer items.
“I stuck with the original Arctic silver colour but with a House of Kolor lacquer,” explains Tony. “As a result it looks slightly different to factory Arctic silver.” And while some cars can look uninspiring in silver, here the colour really suits this E36 and works perfectly with Tony’s approach to modifying the car, as he explains: “When I started modifying the E36 I thought to myself ‘if BMW was modifying a car, how would it do it?’ I then applied that concept to all the styling on the car, keeping it subtle, OE but with a difference.”
With fresh paint and a raft of subtle visual tweaks, Tony needed to up his wheel game as those E46 M3 reps just weren’t going to cut it anymore. “I’d wanted a set of splitrims for ages,” he says, “and these kept coming and going on eBay. In the end I managed to get them with tyres and they’d had a full refurb.” Patience most definitely paid off here then. The wheels are OZ Futuras, ET13 8.5x17s all-round and while the fronts went on okay, the rear arches required some rolling before the wheels would fit. As you can see, Tony’s also dialled-in a fair amount of camber via the adjustable rear camber arms he’s fitted. “People always ask me how long my tyres last,” he laughs.
Arguably the biggest modification was the move from coilovers to air-ride, and that only happened last year in fact. “I bumped into a young guy with a brown Merc on air from the hangar at Players. It turned out he only lives up the road from me and he’s part of the Gütenstance Kent club, which was started up last year. I joined the club and the fact that most of the members are on air must have rubbed off on me,” he chuckles. “I decided to bite the bullet and go for it but I didn’t want to spend a fortune. I got the Air Lift bag and struts from Neil at Carbon Motive in Sittingbourne and went for an Air Zenith compressor, which is more expensive but you only need one. I built the rest myself and went for a manual system following the advice of the Gütenstance guys, as it’s cheaper and I couldn’t justify the cost of a digital setup.” The single compressor and air tank have been neatly installed in the boot by Tony, tucked out of the way and leaving plenty of usable space boot space. “I love the air-ride,” he adds, “and it drives better now than it did on coilovers.”
The analogue controls for the air-ride have been neatly and discreetly integrated into the cabin and, as with the exterior, the interior, with its unusual but extremely nice dark blue leather and accompanying upholstery, has had a lot of work done to it, even though you might not even realise it at first! The trio of air pressure gauges, with their white dials and silver bezels, sit in a carbon-wrapped panel located beneath the MID panel on the lower dash while the switches that control the front and rear suspension have been hidden away in the ashtray – a neat touch. The rather lovely brushed stainless steel gear knob (which is mounted to a Z3 short-shift kit), handbrake and window switches all come from Storm Motorwerks and Tony’s made his own hazard light switch, door lock buttons and door pins to match. There’s a snap-off Momo Race steering wheel and what you can’t see is the fact that all the interior lighting is now blue. “That was a bit of a mission. I did it a long time ago and it was a lot of work,” Tony admits. We think it was definitely worth it as it is original and co-ordinates with the seats’ blue leather.
This E36 is not all about styling, though, as under the bonnet the M52B28 has a tuning potential that would be a shame not to tap into. As a result, Tony’s custom fitted a K&N cone filter and a Supersprint de-cat pipe which connects to a Scorpion stainless steel exhaust system. He’s even got plans to fit an M50 inlet manifold and big bore throttle body to squeeze every last bit of available performance from that beefy straight-six, which sounds absolutely glorious thanks to the unrestricted exhaust system.
Talk turns to life after the E36 but this is one car that is always going to remain a part of the Munn family, as Tony explains: “I’ve had the car for 11 years now and there’s no point selling it. I mean, how much is it worth? And, more importantly, what could I possibly replace it with? The only time I offered to sell it was when I was getting married but my wife told me to stop being silly. When we had our daughter I SORN’d it for a couple of years but otherwise it’s always getting used.
“Very occasionally I wish I’d done an M3,” he muses, “but mainly because of the value. I’m not that into performance; I’m not fussed about driving fast. I’d rather be seen!”
Despite all the work that’s gone into the car, Tony’s not finished with it just yet. “This car will never be finished,” he chuckles. “After owning it for 11 years I am still playing with it. I’ve got an M3 rear bumper, but I’m not sure if that will fit with the rest of the styling as I like the smooth look. I definitely want to remove the parking sensor strip, though, along with the repeaters and I want to fill in the front bumper trim strip where the numberplate used to be. I’ve been away from the scene for years, and I want to keep doing my own thing. I built the car for myself, not for anyone else, and I want to keep the car, and keep enjoying it, for as long as I can.”
DATA FILE #Air-ride #BMW-E36 / #BMW-328i-Convertible / #BMW-328i-Convertible-E36 / #BMW-328i-E36 / #BMW-328i / #BMW-328i-E36 / #BMW / #BMW-328i-Convertible-Air-ride / #BMW-328i-Convertible-Air-ride-E36 /
ENGINE AND TRANSMISSION 2.8-litre straight-six #M52B28 / #BMW-M52 / #M52 , #K&N cone filter, #Supersprint decat, Scorpion stainless steel exhaust, Z3 M quick-shift, five-speed manual gearbox
CHASSIS 8.5x17” ET13 (front and rear) #OZ-Futura / #OZ three-piece split-rims with 205/40 (front) and 225/35 (rear) tyres, #Air-Lift-Performance / #Air-Lift front struts and rear bags, custom-made manual air-ride management, adjustable rear camber arms
EXTERIOR De-badged front and rear, washer jet delete, aerial delete, fuel flap smoothed, smoothed #AC-Schnitzer mirrors, front numberplate delete, de-locked, fully colour-coded in Arctic silver and House of Kolor lacquer, rolled rear arches
INTERIOR Storm Motorwerks stainless steel gear knob, handbrake and electric window switches, custommade stainless steel hazard switch and door pins, full blue LED dash lights, snap off Momo Race steering wheel, dash mounted air-pressure gauges
THANKS My wife Claire and daughter Evie for everything, Neil at Carbon Motive for supplying the air-ride, Ben for Paint, Arron at Kent Automotive for Advice, Auto Perfection for cleaning products, all the boys at Gütenstance for keeping me motivatedStream item published successfully. Item will now be visible on your stream.
- Post is under moderationSilver Bullet 760hp, wide arch quattro saloon / AUDI 80 QUATTRO Wide body saloon with 760hp. / Words Davy Lewis / Photography Dino Dalle Carbonare.
SILVER ARROW / #Audi-80-Quattro-B2 / #Audi-80 / #Audi / #Quattro / #Audi-80-B2 / #Audi-Typ-85
One of the first ‘Ur-quattro saloons’ ever created, this 760hp Swedish monster is an absolute masterpiece…
“A fusion of 80s style with modern performance...”
Above: The 4-door Ur-quattro Audi never made...
There’s something about wanting what you can’t have that seems to inspire car people. The proliferation of B5 S4s given the widebody ‘RS4’ treatment is testament to this need to push the boundaries. But the B5 conversion wasn’t the first wide body saloon to be created. Way back in the early 2000s, pioneers were creating wide body Audi 80s – in effect saloon versions of the iconic Ur-quattro. And this has to be one of the very best around.
Originally built by Trond Gulbrandsen and Sven Runar Nilsen, the Silver Arrow, as it has become known, is now owned by Reidar Mjelde, who regularly brings it to be driven hard at the notorious Gatebil events. When you consider much of this car is custom-fabricated and any slight “off” would mean many hours of work to repair, it’s all the more impressive.
The entire build is comprehensive, with every last detail thought about very carefully. From the factory looking exterior, to the wheels, brakes, suspension and of course, that powerhouse five-pot engine – it really is one of the most complete cars we’ve ever seen.
Let’s kick off with that exterior. As a stock car, an Audi 80 is a pretty unassuming 1980s saloon. Small (by today’s standards), angular and with all the 80s hallmarks of thin pillar and long bonnet, they certainly have a retro appeal for many Audi fans.
However, with plans to transform this humble saloon into a Group B-spec monster, a serious amount of work was required.
The car was stripped back to a bare shell and the chassis booked in for some major work. To reduce the centre of gravity and also improve the balance, the engine needed to be dropped by two inches, which necessitated a custom front sub frame. But, it has also been shoved three inches further back. This is a motorsport trick, used to improve weight distribution and get the heavy engine off the front axle to reduce understeer. It makes a huge difference to the way this thing handles, but took serious work to perfect.
Staying with the chassis work, the suspension turrets have been raised by two inches, so that the car is effectively lowered, but retains the original suspension travel. It’s a neat trick, but has required some little round domes be added to the bonnet. These ‘cups’ actually came off the back of a washing machine, but allow the bonnet to clear the strut tops. This outside of the box thinking has been put to good use throughout the build. Even the side intakes on the front bumper were moulded from a half a Coke bottle.
Below: Precision waste gate Bottom: Engine is a big boosting work of art.
The rest of the underneath has been fully uprated to Group B specification which includes multiadjustable coilovers, uprated ARBs, a full complement of polybushes, as well as significantly strengthened sub frames. With the chassis work well under way, the exterior began to evolve too.
Not surprisingly, Ur-quattro bumpers will not fit an Audi 80, so a full set of custom units had to be painstakingly created for this saloon. The wide arches were also fabricated from metal, of course, with the real challenge getting the rear doors to sit just right for that OEM look. To the rear, a V8 taillight unit has been added and the whole lot finished in a crisp silver paint. The overall look is muscular and ready for action, something that sums up this 1984 saloon perfectly. The wide shouldered looks are further enhanced by the fantastic wheel choice. The OZ alloys look like they came straight off a rally car and sit inch perfectly within those fat arches. Fans of the Lancia Delta Integrale, will certainly give a nod of recognition here. And so to the engine…
The venerable five-cylinder lump has been fully built to take some hard boost and make strong, reliable power. The head has been fully developed with Hansen Motorsport cams and hydraulic lifters as well as fully uprated valvetrain. With built internals and an 034 Motorsport headgasket to drop compression and some ARP studs to hold it all together, this five-pot was ready for some boost. This is ably provided by the Hansen Motorsports turbo which runs at 2.3 bar. Power has been measured at 760hp and 850Nm – both very impressive figures in a modern day C7 RS6. But in a much smaller and lighter car that was built over 35 years ago, it is nothing short of epic.
To transfer that mayhem to the road, there’s a V8 CMG gearbox, mated to a lightened flywheel and beefy Sachs four-paddle clutch. An RS2 diff and drive shafts have also been added to further bullet proof the drivetrain of this fierce four-door. Inside, you’ll notice the dash has been fully flocked for that authentic rally car look. But look more closely and you’ll see it’s actually from an A3 8L. It was fitted so that the driver’s seat could be moved further back – race car style – for optimal weight distribution. A 16-point roll cage offers comprehensive protection, but also adds massive strength to the shell; all contributing to its direct feel and pin-sharp steering.
This really has been a labour of love. The sheer amount of work that’s gone into the car is staggering; we’d need an entire magazine to fully do it justice. It’s a fully updated 80s saloon with a large dose of Group B DNA and the kind of retro looks that will make any fan of quattro rally cars very happy. We absolutely love it.
Top: Front end is all about the cooling Below: Rear arches took a huge amount of work to perfect.
Top: OMP buckets save weight.
Above: Extensive roll cage stiffens the shell.
Right: A3 8L dash Below: OZs fill the arches nicely.
SPECIFICATION 1984 Audi 80 quattro
Engine 2.5 5-cylinder (block taken from a T5), fully built internals, RS2 inlet manifold, uprated valvetrain, Hansen Motorsports cams and hydraulic lifters, 034 head gasket, #ARP studs, #Hansen-Motorsports Precision 62/65 externally gated turbo running 2.3 bar, uprated fuelling, custom intercooler, custom 3in exhaust, external wastegate.
Power 760hp and 850Nm.
Transmission Manual box from V8 CMG, four paddle Sachs clutch, 034 lightened flywheel, RS2 diffs.
Brakes RS4 8-pot calipers, with S2 rears.
Suspension Group B-spec set up, fully adjustable coilovers, polybushes.
Wheels and Tyres #OZ Racing alloys in white.
Exterior Full Ur-quattro style wide body conversion fabricated from metal, custom quattro front and rear bumpers, V8 taillights, custom bonnet.
Interior Fully stripped, A3 8L dash flocked, RS2 dials, OMP bucket seats, dished OMP steering wheel, 16-point roll cage, gauges mounted in centre console, rear seats removed, fire extinguisher, carbon trim.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationBINARY LOVE
Building a drift car requires a certain degree of barely contained madness, and this 520hp turbo E30 is exactly the sort of crazy that floats our boat. What was your first car like? Was it anywhere near as hardcore as this E30? Daniel Lavman’s drift-focused build is a lesson to us all… Words: Daniel Bevis. Photos: Hjalmar van Hoek.
If there’s one piece of advice from Red Dwarf’s neurotic android Kryten that we need to hold close to our hearts for all of our days, it’s this: ‘If you don’t #GOSUB a program loop, you’ll never get a subroutine’. Or, in more Lister-friendly parlance: ‘Nothing ventured, nothing gained’. It’s an obvious point but nevertheless one that stands to be remembered. You only live once and there’s no point spending your life thinking about what could have been. Why go off half-cocked? You’ll only regret it on your deathbed. ‘Why did I spend my thirties driving a diesel Vectra and trying to maximise my mpg instead of building a badass drift car?’ you may wonder.
That, of course, is not going to be a concern for Daniel Lavman. He, as you’ve probably guessed, is the chap who nailed together this particular badass drift car and it doesn’t really need pointing out that he’s pretty happy with it. I mean, wouldn’t you be?
The most eyebrow-raising element of this project (or, at least, the first eyebrow-raising element, for as you’re soon to discover there are a great many) is that this is Daniel’s first car. I know, let that sink in, give it some thought. I’ll just stew for a moment in the fact that my first car was a rusty 1.0-litre Nova, and we’ll regroup shortly when we’ve reassessed a few basic issues of perspective and lifestyle. Better? Okay, let’s find out what the deal is…
“Yep, this was my first ever car,” Daniel confirms. Well, that’s cleared that up. “I’ve had a few other cars over the years but no full race builds of this scale.” The implication here is that there’s a certain sentimental attachment to this project, which will probably make a lot of sense to more than a few of you. How many can say that your current car is your first car? Probably not a huge number. But you’ll never forget your first car; it means freedom and enlightenment. It’s also a means to an end, probably bought cheaply and scrapped when it broke. I know my Nova was.
(Although, to be fair, scrapping it was the kindest thing. The fewer cars in the world with 45hp engines the better.) But Daniel’s fledgling steps into E30 ownership evidently made quite an impression, as he just didn’t want to let the damn thing go.
“I’ve always liked the E30 as a model,” he says. “I think it’s because of the size, you can build it into anything. It doesn’t get much cooler than a sick E30.” This is a view that we know is shared by a lot of readers given that our voting for the 2015 PBMW Car of the Year ultimately saw three different E30s vying for the title. The retro Eighties three-box is at its zenith right now, still being relatively affordable and representing a strong ‘my dad/neighbour/BTCC hero had one of those’ vibe.
“I don’t even remember what the car was like when I got hold of it, it was that bad,” Daniel laughs. “But I know that it was in really, really bad shape; the grinder loved it! Just a few weeks after I bought it I’d totally stripped it down and welded in a roll-cage, changed the roof from steel to fibreglass, and swapped the M20B20 engine to an M50B25.” This last move was an act that planted a flag in the ground as a statement of intent, proving that Daniel wasn’t messing around. The M20 offered a sturdy but sober 120-something horsepower whereas its M50 successor knocked things up a notch with such treats as DOHC, coil-on-plug ignition, four valves per cylinder and a whole world of tuning opportunities. And with such mischief in mind the motor was never destined to remain stock; the idea behind slamming in a stronger motor was to sprinkle in a pocketful of stardust and see just how stellar the thing could be. We’re talking about a billet Precision 6262 turbo, a cooling system so clever it’s got a doctorate in engineering (er, possibly), and a Pinky and the Brain-style ECU calling the shots with a frightening demeanour hellbent on world domination. The upshot of Daniel’s relentless rebuilding and refining both inside and outside the engine? A mighty 518hp at 1.3bar of boost, bolstered by 502lb ft of torque. That really is quite a lot of torque, isn’t it?
But this car hasn’t been built for pulling tree stumps from the ground. Take a look at the pictures, you’ll soon figure out the purpose of this thing: it’s a bona fide, dyedin- the-wool drift machine, taking no prisoners but plenty of names. The selfstyled ‘Dirty E30’ spends so much time going sideways it should have wipers fitted to the doors, and the strong spec list enables this smoky prowess to be done in fine style. Consider, as a starting point, the squareon view of the tail-end. Between the smoked tail-lights, where you’d generally expect to find a numberplate, you’ll see a seductively canted radiator setup with twin fans blowing a farewell salute to whoever happens to be behind – which, realistically, is basically everyone. The bodywork has been unceremoniously sliced away beneath the bumper, while the top half sports a spoiler like a skate ramp and a neatly drilled sheet of plastic to titillate the rear-view mirror. And that’s just one aspect of the aesthetic!
Take a peep through the side window and you’ll spot a natty gear shifter with two elbows (don’t you wish you had two elbows on each side? The things you could do…), a whacking great hydraulic handbrake, an ohso- contemporary tablet to monitor the EMU ECU readouts, forthright fluid reservoirs, and an overall aura of Mad Max-meets-Ken Block. It’s a little frightening, frankly. “Back at the start, my plan was just to build a nice and fast street car,” Daniel recalls with no small amount of nostalgic amusement, “but that escalated quite fast and I changed my plans! I started to build it into a pure drift car for track use. One thing that I think is common for all car builds is that you always want to step things up, to upgrade the build, even when it seems like it’s finished. So after a few events in 2013 I decided to take the car to the next level, with a total rebuild centring around a new roll-cage from Divina Performance.”
Daniel was absorbing all manner of treats from the drift scene and the E30 chassis found itself wearing drift-tuned D2 coilovers and a fairly astonishing lock kit, along with some stupefyingly large brakes to rein in the lunacy. After all, let’s not forget we’re talking about 518hp. That’s a lot!
Remember those eyebrow-raising elements we were talking about? Yeah, we said they were plentiful. Daniel has been keen not just to build a devastatingly competitive skidder but to craft something that rewards onlookers with every glance, each fresh vista offering something new and exciting. There’s the fuel filler in the rear window, the towing-eye on the strut top (something that’s becoming a real darling of the scene these days), the way the vast turbo’s pipework snakes over the angled M50 head, the pins holding the bumpers on, the exhaust exiting through the front wing, the Aeroquip fittings… ah, hell, this list could go on all day. The point is that this E30 is a triumph of both function and form, and that’s by no means an easy thing to achieve. It goes like Thor himself has jammed a lightning bolt up its backside. It slips sideways with the ease and precision of a good ol’ boy line dancer. And it looks so animalistic it makes small children lose sleep. Now, some of you may be looking at this car and thinking ‘I’d have done such-and-such differently’ or ‘those aren’t the wheels I’d have chosen,’ but you have to remember that this is an evolving thing. It’s alive. Daniel is endlessly shaking up the formula, those ones and zeroes of its very binary code being reshuffled on a week-by-week basis.
“Shortly after this photoshoot, something happened…” he reveals. “It must have been those beers in the workshop that did it, and then the grinder came out – and soon enough the car started morphing into E30 version 3.0! Even more extreme, I started working on removable wide-body wings and bash bars, an E34 M5 rear axle and, of course, more boost. I’m building a new engine for next season, too: a fully forged M50B28 which should have 750hp+. Watch this space!” You can follow his progress on Facebook, at facebook.com/DrtyE30.
So you see this constant evolution is shaping the 3 Series into something formidable and always surprising and fresh. Daniel’s taken it out to a few Gatebil events to wow the crowds, along with a variety of local meets and drift events, and he feels so totally keyed into the car that he’ll indulge in a lot more drifting through 2016. It’s getting a lot of good reactions, too. And although a build like this polarises people – like a certain sticky breakfast spread, you either love it or hate it – if you’re anything like us, you’ll be in the former camp, your face resembling that particular Emoji that has hearts for eyes. This is binary love. And the drift-specific focus of this E30? It’s a hell of a subroutine.
Custom widened arches front and rear look the part and help to accommodate nine-inch 16s.
It must have been those beers in the workshop that did it, and then the grinder came out Daniel Lavman.
The ‘Dirty E30’ spends so much time going sideways it should have wipers fitted to the doors Daniel Bevis
TECHNICAL DATA FILE Turbo Drift #BMW-E30 / #BMW / #BMW-E30-M50 / #BMW-E30-Turbo /
ENGINE AND TRANSMISSION 2.5-litre straight-six M50B25 / M50 / #BMW-M50 (non-VANOS), #EMU #ECUMaster tuned by #PSI-Motor , #Precision-6262 billet turbo / #Precision , custom exhaust manifold and system, rearmounted cooling system, Z3 rear axle with 4.10 diff, #ZF five-speed gearbox, rebuilt M20 flywheel with #Sachs 618 pressure plate and sintered clutch, 518hp and 502lb ft at 1.3bar
CHASSIS 9x16” (f & r) #OZ-Vega wheels with 215/40 (front) and 225/40 (rear) tyres, D2 Drift Spec coilovers, #T-Parts steering lock kit, #Brembo four-pots with 315mm discs (front) and two-pots with 270mm discs (rear) #OZ
EXTERIOR Fully shaved and smoothed, rear doors welded up, custom wide arches front and rear, removable bash bar, custom aluminium rear spoiler, fibreglass roof
INTERIOR #Custom-Divina-Performance TIG-welded cage, #Driftworks Cobra FIA fibreglass seats, #QSP six-point FIA harnesses, custom aluminium details, #Tilton-600 Series pedal assembly, custom shifter mechanism and handbrake, Samsung tablet for EMU ECUMaster readouts
THANKS All of my friends who have been involved in the build! Also PSI Motor, Idefix Autoworkshop, #Divina-Performance , #TBM-Performance , Thagesson Motorsport, DDESIGN.NU, Flatoutperformance.se, T-Parts, Oljemagasinet.se, Brothers Garage, Spacers.se, and Svensk Turboservice AB
Interior suitably stripped-out, with multiple gauges and a Samsung tablet displaying essential information.
Multiple cooling hoses are fed by NACA ducts in the rear quarterlights in order to supply boot-mounted rad with air.
Engine bay, and pretty much whole front end, dominated by massive 6262 turbo; vast intercooler occupies entire front area so rad (bottom right) now lives in the boot.Stream item published successfully. Item will now be visible on your stream.