- Post is under moderationPOWER UP Hardcore, supercharged E46 330Ci
What was once a stock 330Ci has now evolved into a supercharged, track-focussed monster. Words: Elizabeth de Latour Photos: Viktor Benyi.
’CHARGED BMW E46 330Ci Track-focussed full-on build…
Supercharging a “lesser” model of BMW is something that a lot of people don’t really understand. “Why didn’t you just buy an M3/ M5/M6 in the first place?” they will ask and, in absolute terms, you can see their point. Why spend arguably the same amount of money, or perhaps even more, buying and subsequently supercharging something that isn’t an M car and ending up with around the same sort of power level, when you could have just bought a fully-fledged, finely-honed M machine in the first place? It’s a valid, logical point, but logic has little place in the world of modifying. The thing is that very few people buy a car knowing exactly where they’re going with it, how it’s going to end up and with the specific plan of supercharging it. Sure, some people do, but take a look through this issue, the last issue, pretty much any issue of the mag and you’ll see feature car after feature car owner saying that they really had no intention of going as far as they did with their cars. The other thing is that, generally speaking, something like a supercharger is usually one of the last mods anyone does and that’s because it makes a lot more sense – and here logic can be applied to modding – to sort out the chassis, the brakes, make sure everything else is up to scratch before you start ramping up the power. It’s the right way to do it, really.
Which brings us neatly to Richard Kiraly and his supercharged E46 330Ci. As you can probably tell from the pictures, this is one exceptionally well-sorted 3 Series and, as you won’t be at all surprised to learn, when Richard bought the car there was no plan for anything beyond the most basic of mods, let alone creating a car as full-on as this has ended up becoming. Richard has been a BMW owner for 12 years, though that time period has been divided up between just three cars: his first BMW, an E34 525tds, which was followed by an E39 525d, and now the E46. Thing is, while he may say there was no plan of attack here, both of his previous Bavarian steeds, and a couple of cars before that, have all received some level of mild modding, so we reckon he wouldn’t have been able to leave the E46 alone anyway.
Hailing from Hungary, Richard’s hunt for the right example of what was the most affordable way of fulfilling his childhood dream of owning a frameless window coupé took him all the way to Leipzig in Germany, after six months of searching, and what was then a plain old 330Ci Sport. With car in hand, the mods began and stage one was styling. The E46 Coupé is a fi ne-looking thing, we’re big fans, but go big or go home, right? Go big it was, with Richard giving his 330Ci the M3 look courtesy of the M car’s wings and bumpers before cranking things up to 11 and taking the styling to another level. The front bumper has been seriously beefed-up with the addition of that carbon lip and those full-on corner splitters and even the intakes that funnel cooling air to the brakes are made from carbon. The bonnet? That’s carbon too, a vented GTR item that’s been painted body colour with just the slats of the vents left bare, teasing its carbon construction. M3 mirrors have been added while at the rear there’s a unique diffuser, a set of LED lights and a fibreglass CSL-style boot lid to finish things off nicely. It’s a greatlooking car, all the styling enhancements blending together perfectly and with the M3 body parts on board, the more aggressive aero elements don’t overwhelm the look of the whole car.
The wheels are Japan Racing JR3s, which suit the look and direction of the car perfectly, and while their familiar sixspoke design doesn’t get your attention, the colour certainly does. It’s a bold, bright blue that doesn’t tie-in with anything, anywhere on the car but wow, does it look good. Somehow it just works so well against that sexy, solid grey paintwork and your eyes are immediately drawn to the wheels. They’re the first thing you notice on the car and you realise that, actually, opting for that punch of colour was definitely the right thing to do as it really makes them stand out. You can probably tell that this car hasn’t been built for show, it’s all about go, and peering between the spokes of the JR3s confirms that beyond any reasonable doubt as that’s when you notice the massive brakes. The calipers come from a 135i, says Richard, with six-pots up front clamping M3 CSL discs, and two-pots at the rear while the suspension has also been suitably uprated and these mods came about when he decided to start making track outings a regular occurrence. BC Racing coilovers have been fitted here, and they deliver a solid drop, along with uprated anti-roll bars, Powerflex bushes, Eibach adjustable rear control arms and front and rear strut braces, completing a comprehensive programme of upgrades. The interior changes, too, have come about from the car’s regular appearance at track days and amateur tournaments; up front, a pair of bucket seats have been fitted, along with a set of Schroth three-point harnesses, while the rear seats have been removed altogether, as has the air-con. White-faced dials have been added to give the gauges a sportier look and Richard has also fitted a digital display in place of one of the central air vents to keep an eye on various under-bonnet temperatures.
So, to the engine. The M54B30 is a great motor, plenty of torque, a lovely top end, plus it sounds lush but by modern standards it’s not going to set anyone’s world alight and with him being so committed to track driving, you can see why Richard wanted a little more performance. NA mods are fi ne and could liberate a bit more horsepower but if you want serious gains then you have to bring out the big guns and go straight for forced induction. What Richard’s got strapped to the side of his engine is an ESS TS1 supercharger kit, which uses a twinscrew, positive displacement blower, and that means it delivers a huge hit of low-end torque the moment you hit the accelerator, perfect for punching out of turns on track. It’s an impressive piece of kit and puts out some meaty numbers, 320hp and a very healthy 302lb ft of torque. Here it’s been further bolstered by the addition an #AFE high-flow intake, a set of Schmiedmann high-flow cats and a ProEx exhaust system with racing silencer while an S54 oil cooler helps keep temperatures down on track. The transmission hasn’t been forgotten about, either, and Richard’s fitted a lightweight flywheel and Sachs race clutch plus an LSD to help him put all that power down.
We really like Richard’s E46. It’s been built with purpose after being bought with no specific direction in mind. It’s a focussed and finely-honed machine, but one that’s not so extreme that it can’t be used on the road. It looks good and it’s got the power to match the extreme aero additions; it really is an exceptional performance package. Richard has spent eight years getting the car to where it is today, but he’s not done yet and the next round of mods is imminent. “I want to cover the interior in Alcantara,” he says, “and I’ve currently got a CSL front bumper with twin brake air inlets under construction and I’ve also got an ESS TS2+ supercharger kit ready to go,” he adds, which is really going to take this E46 to the next level.
TECHNICAL DATA FILE #BMW #Supercharged / #BMW-E46 / #BMW-330Ci / #Japan-Racing / #ESS-TS1 / #ESS-Tuning / #BMW-330Ci-E46 / #BMW-330Ci-Supercharged / #BMW-330Ci-Supercharged-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46
ENGINE AND TRANSMISSION 3.0-litre straight-six #M54B30 / #M54 / #BMW-M54 , #ESS-TS1-supercharger-kit , #AFE air filter, #Schmiedmann sport cats, #ProEx exhaust system with racing silencers and black heat-resistant quad tips, S54 oil cooling system. Five-speed manual gearbox, lightweight flywheel, #Sachs racing clutch, short-shift kit, #LSD
CHASSIS 8.5x18” ET15 (front) and 9.5x18” ET15 (rear) #Japan-Racing-JR3 wheels with 225/40 (front) and 255/35 (rear) tyres, #BC-Racing coilovers, uprated anti-roll bars, #Powerflex bushes, #Eibach adjustable rear control arms, front and rear strut braces, #Brembo six-piston calipers with M3 CSL discs (front), #Brembo two-piston calipers (rear), braided brake lines, competition brake fluid
EXTERIOR E46 M3 wings, front and rear bumpers, carbon front splitter, front bumper race air intake, GTR carbon bonnet, E46 M3 door mirrors, custom rear diffuser, E46 M3 CSL-style boot lid, LED rear lights
INTERIOR White gauges, digital data display in central air vent, bucket seats, three-point Schroth harness, rear seats removed, air-con removed, spare wheel well removed, fire extinguisher
“What Richard’s got strapped to the side of his engine is an #ESS-TS1 supercharger kit, which uses a twin-screw, positive displacement blower”
BC Racing coilovers with adjustable top mounts.
135i brakes have been fitted all-round.
“The wheels are Japan Racing JR3s… and while their familiar six-spoke design doesn’t get your attention, the colour certainly does”
Bucket seats, harnesses and rear seat delete let you know this E46 means business.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationLAGUNA E46 M3 Lush UK air-ride Cab
A schoolboy dream has become reality in the shape of a Laguna Seca E46 M3 Cab, with a few mods for good measure, of course. Words: Elizabeth de Latour Photos: Matt Dear.
DREAM WEAVER Air-ride E46 M3
Achieving your dreams, no matter how small and seemingly insignificant they may appear to some people, is an incredible feeling. From dream jobs, to dream weddings and, obviously, dream cars, these items, events and experiences fill us with sheer joy and make our lives better. Whatever your dream may be, achieving it, making it happen is a special moment; for Bally Hanspal this car was that dream and, as you can plainly see, it’s most definitely become a reality.
“BMWs have been a big part of my life,” begins Bally as we ask him to tell his tale, “with my late grandfather, dad and uncle all owning BMWs through my childhood. It always made me want one and, also, with how amazing they are to drive nothing else can come close to them. For me they really are the ultimate driving machines; despite owning other brands of cars I always seem to have a soft spot for BMWs,” he smiles, and that’s something we wager most of us can relate to.
Bally has dabbled with VAG in the past, ticking off the wheels, suspension and audio boxes along the way before moving towards the performance end of the modding spectrum, all of which served as perfect preparation for the inevitable purchase of his dream car. “When the E46 M3 was released, back when I was still in school, I promised myself I’d own a Laguna Seca blue one, one day. Many people laughed, but it was a dream I had to make come true,” he says and that steely determination is what made it happen. Bally kicked BMW ownership off with an E46 320Ci Sport, the biggest engine he could insure at the tender age of 20, but it was just a stepping stone until he could get his hands on the full-fat, M-powered 3 Series of his dreams. “I remember the day when I bought the car so clearly,” he smiles, “a friend of mine phoned me up – it was a warm Saturday afternoon – and he phoned me asking if I had found any cars for sale. I mentioned I had seen this one for sale on Autotrader, not too far from me. He said ‘Let’s go down and take a look’ so we headed over and after just walking around the car and checking it over I knew this was the one for me. The condition of the car was tip-top and it was so well-maintained that I would have been kicking myself if I hadn’t bought it.”
There were, says Bally, no plans to mod the car when he first got it, and he actually thought that was going to leave the car alone but here we are, it’s in a modded BMW mag. It wasn’t long, he says, before he started ordering parts for his M3 and he didn’t mess about. Wheels came first, with a set of CSL 19s chosen and to go with those he picked out a custom set of BC Racing coilovers to deliver the required drop. With the E46 M3’s natural good looks now nicely enhanced, Bally turned his attention to the audio system and fitted an Alpine double-DIN head unit along with a set of MB Quart component speakers front and rear, which made it into the car’s current build state. So too did the amber corner lights, which look great against that bright, bold blue bodywork, and Bally has also fitted a seriously sexy set of K-Sport brakes, with monster eight-pots up front wrapped around 365mm discs and four-pots at the back, and the red calipers really pop against the body and wheels.
All was going well, but Bally wasn’t in a good place with his suspension. “The BC coilovers were pretty awesome I must say, but with the car not being practical with the way I wanted it the next step was air. After speaking to many people and reading many reviews I went for Air Lift’s 3P setup and I also added Powerflex wishbone and anti-roll bar bushes just to tighten-up that awesome drive.” Now Bally can enjoy all the lows he can eat, so to speak, while still being able to actually drive the car and we like the fact that he’s also done a little bit more than just the bags alone, to allow him to really get the best out that awesome chassis that the E46 M3 is blessed with.
With air on board, Bally decided it was time to up his wheel game but with so many good-looking wheels available for the car, this was not an easy task. It was helped slightly by the fact that he’d always had his eye on the wheels he’s ended up, that being a set of Schnitzer Type II Racing three-piece splits, and they are gorgeous, the metallic grey centres really suiting the whole colour scheme on the car. Where people often go big on diameter, Bally has stuck to a sensible 18” but he’s gone wide; the fronts are a reasonably large 9.25” but the rears are a monster 11.25” across and they fill the arches to bursting, and with it aired out the fitment is perfection.
As far as styling is concerned, Bally has had the front bumper smoothed and it’s been enhanced with the addition of a full carbon fibre CSL front splitter, which not only adds a healthy dose of visual drama but also drops the car even further towards the Tarmac. Moving inside, that vibrant interior didn’t start out life this way and the original seats have made way for a striking red ensemble; “I wanted my M3 to stand out from the rest,” he says, “and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look,” he grins and now it all makes sense. But here too there’s more than meets the eye, and where you might, perhaps, expect to see carbon on a car like this you will instead find that all the interior trims have been finished in Alcantara. “The trims are my favourite mod on the car and they were something I had in mind for a while, but it was a big problem getting them done, with so many companies saying they couldn’t do it and that it couldn’t be done. In the end my dad and I, along with my grandmother, did them together,” and the end result is absolutely unique and wonderful with it. Finally, in the boot, you will find the single air tank and Viair compressor that make up the air ride and, a neat touch, is that with the boot lid being de-badged, the air tank now wears the M3 badge instead.
As far as performance mods are concerned, Bally has so far just added a gorgeous GruppeM carbon intake up front and a de-catted Scorpion exhaust system but it sounds like the next big mod on the to-do list is a supercharger and going by his determination and refusal to give up with any part of the build so far, you can be sure that’s going to happen before too long. There’s no rush though, Bally has no plans to let his dream car go anytime soon; “After now owning the car for two years I’d say it’s an on-going going project that will probably never end,” he chuckles. Bally’s built himself an absolutely beautiful M3, one that’s packed with neat, unique touches that really make it stand out and it’s a car he can truly be proud of. Dreams can come true.
GruppeM carbon fibre intake the only performance mod, for now…
Gorgeous 18” AC Schnitzer Type II Racing splits.
“I wanted my M3 to stand out from the rest and after looking at many options it had to be the red Nappa leather, giving the car the Super Man look”
Alpine double-DIN head unit and custom Alcantara trims.
Red Nappa leather looks fantastic against bodywork.
Custom-mounted Air Lift controller.
Air install has been kept simple and the air tank now wears the M3 boot badge.
TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Cabrio / #BMW-M3-Cabrio-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3-E46 / #BMW-3-Series-M3 / #BMW-3-Series-Cabrio / #BMW-3-Series-Cabrio-E46
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #Scorpion exhaust system with de-cat, GruppeM carbon air intake, six-speed manual gearbox, short-shift kit
CHASSIS 9.25x18” (front) and 11.25x18” (rear) #AC-Schnitzer-Type-II-Racing three-piece wheels with 215/35 (front) and 245/35 (rear) tyres, #Air-Lift-Performance-3P air suspension, #Powerflex wishbone and anti-roll bar bushes, #K-Sport #BBK with eight-piston calipers and 365mm discs (front) and four-piston calipers and 330mm discs (rear) / #AC-Schnitzer-Type-II / #AC-Schnitzer / #Air-Lift-Performance
EXTERIOR #Laguna-Seca-Blue , smoothed front bumper, amber corner lights, gloss black front and side grilles, carbon fibre full CSL front splitter, CCFL angel eyes
INTERIOR Red Nappa leather seats and door cards, Alcantara-trimmed dash, door grab handles and centre console, #Alpine double-DIN head unit, #MB-Quart components front and rear
THANKS A massive thank-you to my family for the support and help putting it all together, Adam and Dav down at Autobahn for the fitting of many parts, Ryan at Ryandetails for the amazing job on the detailing of the paintworkStream 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 moderationWhat goes around comes around, so they say, and Nickel Mohammed’s ever-evolving M3 comes around more than most - it’s always changing and we had to catch it quick before it changed again… Words: Daniel Bevis Photos: #C3Photography .
BOLT FROM THE BLUE Turbo wide-body E46 M3 Cab
The old saying that ‘lightning doesn’t strike twice’ is a load of toffee. It’s not just possible that lightning will strike the same part of the Earth more than once, it’s basically inevitable; whether it happens within a five-minute span or twenty million years apart, every square inch of the planet gets it full in the face at some point, and then again, and again. And so it is with a certain sense of inevitability that, in the same vein, feature cars can also strike twice. Regular readers may be squinting at this boisterous E46, trying to figure out where you’ve seen it before… and to answer that niggling query, you recognise it from the cover of our January 2014 issue. But fear not, it’s really quite different now to how it was then. You don’t just walk into a Performance #BMW feature you know, these things have to be earned on merit. And Nickel Mohammed’s shouty M3 has earned another spot here thanks to its constant evolution and mould-breaking styles.
So how’s it different now? Well, for one thing it’s significantly less powerful. No, wait, come back! This is a good thing – you see, last time we saw the car, its turbocharged S54 was running 800hp, but Nickel’s since detuned this to a rather more manageable 630hp (which is still frickin’ loads), as the car is developing in line with his driving style, as well as to suit the chilly climes of New York City. There’s no point boasting a flag-waving horsepower figure if all of those rampaging ponies are uselessly spinning themselves away at every corner, is there? Definitely far better to have a robust stable of usable nags.
But let’s not get ahead of ourselves. We’ll begin at the beginning, shall we? “I purchased this car brand new, and back then you had to be put on a waiting list,” he recalls. “I signed myself up, and six months later the car was shipped… the wrong car in the wrong colour! I wanted a silver convertible, and they delivered a black coupé. But determination is a damn thing – I said to them OK, put me back on the list, I’ll wait.” And when the desired drop-top did eventually arrive, was Nickel keen to start tearing into the thing according to some grand overarching modification plan? “To be honest, no,” he shrugs. “Not at all in fact, I reckoned I’d keep it stock. The thing was expensive! And I was still young, I couldn’t afford all that stuff. Although I did try – 20” rims and so on, all those terrible choices I made!” Ah, the impetuousness of youth. Inevitably the M3 was going to end up modified, it was all part of cosmic destiny. It just took a little time for the car to find its way.
“I’ve built it up and changed it so many times in different directions, the timetable’s kind of all over the place,” he says, when we try to pin down the chronology. “I knew that the mechanical stuff had to be done first, and that started with the engine back in 2011…”
This was no half-hearted undertaking, with Nickel throwing every one of his chips on the table to get the car ideologically transformed by the lunatics at #HorsepowerFreaks . Their revered Stage 3 turbo conversion brought the howling S54’s peak power up to a stupendous 800hp. These bolt-on kits require no cutting, wiring or welding, and are designed for durability as well as awesome power. But what else would you expect for $30,000+?
Don’t go thinking ‘bolt-on’ means ‘simple’ though. Engineering a car to run these sorts of numbers is a thoroughly in-depth task – hence the cost – and it took HorsepowerFreaks around a year to build up, test and refine Nickel’s motor. But that fastidiousness of engineering has paid off, as the built motor has held up strongly since. “I drive cars hard, I drive them till they break,” he laughs, “but the only thing I’ve wanted to change on the engine in all this time is adding the AEM Infinity ECU - that thing is superb, a learning computer; I mean, big-ups to those techs that take the time to build these things that adapt to your driving!”
This attention to cleverness carries on beyond the engine and into the chassis. The suspension offers up an intelligent middle ground between coilovers and air-ride, comprising #KW Variant 3 coilovers with their cunning Hydraulic Lift System, which offers instant ground clearance at the touch of a button. “I wanted to run the car low enough to drive the city streets of NYC - which are terrible - but still be able to raise the front of the car to clear driveways and speed bumps,” Nickel explains. “In all honesty I feel KWs are the best thing made for this car when it comes to suspension.” The last time this car appeared in these pages it was running full air-ride, so you know this is a considered opinion.
The wheels come from famously pricey custom house, Luxury Abstract. “I’ve had so many wheels before, but these Grassor- Rs were just built for this car,” he grins. “The NeoChrome finish is a neat effect, tying into the Lamborghini pearl paint, and the width and depth really accentuate the body structure.” And you can’t really miss that body, can you? The wide arches are custom hand-fabricated in steel, 1.5” wider at the front and 2.5” out back, thanks to the craftsmanship of Martino Auto Concepts in Long Island. The extra girth is augmented by a V-CSL front bumper and carbon-fibre ducktail boot lid from Vorsteiner, further enhanced by the addition of a Brooks Motorsport Elite carbon wing, along with a set of carbon-fibre side skirts.
The interior has also been comprehensively re-worked since we last saw the car. Inside, you’ll find a pair of fully reclining Manhart #BMW Performance race seats, important for Nickel as, in his own words, he’s sucker cruising with the seat back and the music up, which brings us neatly to that impressive audio install. “I always wanted an empty trunk to carry bags in, so I removed the existing music and had my electronics sponsor build me a system that would not only look superb, but sound phenomenal and not take up any trunk space. I had my rear seats taken out and my racing harness looks like it’s actually going into my audio system. That was an idea I came up with because I didn’t want to fit a roll cage to the rear of the car as it wouldn’t look as clean and it would be too bulky.
“There are a lot of stylistic paths you can follow, it takes a lot of time and due diligence,” Nickel reasons. “You have to research, figure out what has been done and what you can do to make it your own. That’s the key to building a car, how do you make it your own; how does it reflect your personality? That has to come from within.
You have to choose, but that’s why you go on the Internet and talk to your friends and family, and even your techs and people that work on your cars and filter information to help you make your choices. I must have a form: function car. Can’t have a monster in the closet and not be able to let it out because you’re scared that it may attack you! Cars are meant to be driven, and yes they break - you fix it and do it again.”
Admirable sentiment, and it really helps to illustrate the power behind the build. Yes, this car’s an internet-breaker, but Nickel hasn’t just been ticking boxes on the scenester checklist. The fact that it’s such a personal thing is also key to why he changes the spec so frequently. He’s been cherry picking parts from the aftermarket for a decade now, as well as commissioning his own, and Nickel’s not showing any signs of stopping yet – as long as there’s air in his lungs, this M3 will keep evolving.
“You’re never done with a project, not ever,” he says. “There will always be new technology, things that you’ve seen and never got a chance to do.” We ask what his favourite part of the car is right now, and he laughs. “Man, there’s not one part of it that I like more than another, because from the top to the bottom it’s my personality, you know? I love it all. And the key to having a dope build is being able to get in and just have a drive. That’s what it was made for. It’s tuned for cruising NYC.” Damn straight. Nickel’s currently working on his E30 M Tech II Convertible, but we all know that the E46 is his baby. It’s been his from new, through thick and thin, and it’s not going anywhere. Lightning will keep on striking.
DATA FILE Turbo #Wide-Body / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Wide-Body-E46 / #BMW-M3-Wide-Body / #BMW-M3-HPF-E46 / #BMW-M3-HPF / #AEM / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-M3-tuned-E46 / #BMW-M3-tuned
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #HorsepowerFreaks ( HPF ) #HPF-Stage-3-turbo-kit , #HPF-titanium-exhaust-system , #AEM-Infinity-ECU , #HPF carbon-fibre intake ducts, HPF methanol injection, #Rogue-Engineering oil filler ca. Six-speed manual gearbox, E31 850i clutch components with #HPF-Feramic-Stage-3-clutch , #OS-Giken-Super Lock Spec-S LSD, #UUC-Motorwerks engine and transmission mounts
CHASSIS 11x19” (front) and 13.5x19” (rear) #Luxury-Abstract-Grassor-R wheels with 245/35 (f) and 305/30 (r) tyres, #KW-Variant-3 coilovers with #Hydraulic-Lift-System, #HPF-330-subframe reinforcement plates, #HPF carbon fibre strut braces, HPF under braces, #Powerflex race subframe bushes and trailing arm bushes #StopTech #BBK with six-pot calipers and 380mm discs (front), four-pot calipers with 355mm discs (rear)
EXTERIOR Custom steel wide-body, Lamborghini #Blu-Cepheus-paint (three-stage pearl), #Vorsteiner-V-CSL front bumper and ducktail boot lid, #Vorsteiner-GTS3 carbon-fibre side skirts, custom E30 M3 bonnet hinges, OEM BMW hardtop, custom dual-xenon headlights, #Brooks-Motorsport Elite carbon-fibre rear wing with #NeoChrome brackets
INTERIOR Manhart #BMW-Performance race seats, #Schroth harnesses, AEM fuel pressure and 100psi oil pressure gauges, rearview mirror gauge interaction, Kenwood 6.95 double-DIN DDX9902S head unit, JL Audio Monoblock HD1200/1, JL 4-channel amp, JL Evolution C3, JL 12” subwoofer, custom audio box with moulded plexi and LED lighting trimmed in OEM BMW leather, Rydeen reversing camera
THANKS #Motorcepts (Master Tech), Intrack Tyres, #S&R-Paint , #NeoChrome , #Luxury-AbstractStream item published successfully. Item will now be visible on your stream.
- Post is under moderationCONTINENTAL DRIFT
It’s become an international sensation but the heart of drifting is in Japan. That’s not to say you have to use a Japanese car, however; you just have to get a little creative… 400HP E34 M5 V8-powered drift 5 Series S62 V8-swapped E34 drift machine. Words: Daniel Bevis. Photos: Ade Brannan.
Drifting has come a long way from being the sole preserve of mischievous Japanese outlaws sneaking out for touge battles after dark. The sport has spread like wildfire across the globe, consuming everything in its path in a fug of dense tyre smoke. Of course, there are drifters and there are good drifters; any fool can kick a clutch and light up the rears but the true connoisseur has an ingrained knowledge of entry angles, balletic transitions, and all those technical tricks that are earned and learned rather than simply assumed.
Interestingly, the rise of the modern obsession with drifting neatly overlaps the demise of what archaeologists of the future will probably call ‘the fibreglass body kit era’. The modding fraternity’s enthusiasm for bolting massive, extravagant plastic addenda to humdrum shopping hatchbacks rapidly tailed off when they started seeing footage of big-power RWD cars atomising their tyres at high speed. And the timing of the fall of one phenomenon and the rise of the other is no coincidence. And Jeek Federico, owner of this slightly scary E34, straddles the two scenes rather effectively.
Now, it’s all very well teaching yourself to drift and honing a few cheeky skills, but it’s not like you can just do it out there on the Queen’s highway. You’ll be tugged by the fuzz in short order. And if you try to hang the tail out at Brands or Silverstone, you’ll be black-flagged straightaway, and probably blacklisted, too. But thankfully there’s a place on these innocent isles where such smoky shenanigans are actively encouraged: Driftland. It’s up there in Lochgelly in Scotland. Oh, and by chance, Jeek just happens to be the owner of the place. Handy, eh?
Driftland is the UK’s only dedicated drift venue, and it caters to all levels of enthusiasts who prefer to do their driving while looking through the side windows; seasoned veterans are welcome, but Jeek also runs a fleet of 15 or so E36 Drift School cars. Naturally he needs something pretty boisterous for his own car as well, to act as a showcase for all the place offers. And that’s where this E34 comes in. “I was looking for something to replace my E39 540i drift car that I’d owned for years,” he recalls. “I tried a few different Japanese models but hated them all. I’d known of this particular car for quite a few years and it came up for sale at just the right time; it had all the best bits of a big V8 German beauty that I loved, mixed with the agility and weight of a nimble Japanese car.”
Aha, you’re intrigued now, aren’t you? Because, you see, this isn’t just a strippedout travelling salesman special – it’s a custom-engineered lightweight with a German heart and a Japanese soul. The front end of the car is pretty much all Nissan S14 200SX, converted to run a JDM steering rack rather than the heavy old steering box. And the commitment to weight saving throughout the car is extensive and farreaching; even the single-wiper conversion runs an E46 Compact motor to shave off a few grams.
But don’t go wringing your hands just yet. It’s not all Japanese. Take a look at what’s going on under the bonnet, for example: the eagle-eyed and nerdy of engine code will have recognised this as an S62B50 – the hyperactively enhanced variant of the solid-as- a-rock M62 that you’d usually find under the bonnet of an E39 M5 (or, for those of a more exotic persuasion, the retro-futurist Z8 – y’know, the car James Bond sawed in half in that questionable 007 movie). This is a mighty motor, offering 400hp in factory tune; it’s got eight individual throttle bodies, hollow camshafts, and it’s just peachy.
“These engines don’t need a lot of modification,” Jeek assures us. “I’m running Huxley Motorsport exhaust manifolds and an Alpha N map with MAF delete but, aside from that, it hasn’t been messed with and it makes a solid 401hp.” He’s got it running through a five-speed manual ’box with a super-lightweight flywheel (this isn’t like a lazy, rumbling American V8, it’s an eager revver), while a Helix paddle-clutch makes short work of those fourth gear clutch kicks.
As you might imagine, the chassis that underpins all of this culture-clash fury is a bit of a mixed bag – part German, part Japanese, but all awesome. “The brakes are from an R33 Nissan Skyline at the front,” Jeek explains, “along with an E36 M3 Evo pedalbox and cylinder. The rear end is all E34 540i – it’s running zero camber to give perfect tyre wear and maximum grip from those 265/35s at 15psi.” Custom Apex coilovers suspend the thing, and you’ll find a variety of oriental flavours in the mix, too, from the likes of Tein and Doritech among others. The overriding theory behind the build is to ensure that every element of the car is focused on doing its job correctly; there’s nothing superfluous here, it’s all just hell-bent on destroying tyres in the most aesthetically alluring way possible. “The plan with it was always just to have fun, wreck tyres, and do huge top-of-fourth-gear smoky skids, all while advertising my business,” laughs Jeek. And his sense of fun is palpable throughout the E34. Sure, it’s aggressive and mean, but it’s also a little bit mischievous.
The choice of wheels presented a bit of head-scratching, not least because the car’s running different PCDs on either axle: 5x114 front and 5x120 rear. “I have always been a fan of dish and width,” he says. “My old E39 ran 10”-wide Rondels all-round, so the new car’s wheels had to be beefy specs, as well as being easily replaceable in the event of one getting damaged. I opted for the STYLE49 wheels from 7Twenty, in 10x17” on the front and 10.5x18” on the rear.”
They certainly complement the gorgeous paintwork very well. If the colour’s left you scrabbling through your memory banks of all the paint codes, it’s actually a Citroën shade named Whisper Purple. “I originally bought the car from my mate at Jankes BMW Spares,” says Jeek. “It was high off the ground, had crap wheels, and a terrible paint and sticker scheme. I had the body and paint all sorted out by the good guys at Toole Design. Along with the paintwork, the car was lowered and received a set of side skirts and a 1980s Zender splitter. The paint’s definitely my favourite thing that’s been done, as it looked rubbish before.”
While the look may be pin-sharp and ready to mingle with the heavies, it’s important to remember that this E34’s real party piece is its extraordinarily light weight. “It weighs just 1150kg wet,” Jeek explains. “To put that in context, that’s about the same as a new Fiesta.” Just absorb that fact for a moment: imagine a new Fiesta with 400hp, then consider the fact that they’re not even rear-wheel drive… the dedication to weight saving has been relentless and ruthless here.
“The theme for the interior was, quite simply, race car,” he grins. “There’s nothing in there that the car doesn’t need. That steering wheel is actually a genuine carbonfibre item from one of Ken Block’s M-Sport Focus rally cars. There’s also a pair of Motordrive seats with Driftland-branded harnesses (because sometimes you need to scare a passenger), a hydraulic handbrake, extinguishers, and that’s pretty much it.”
Which, of course, is just as it should be. The base car was a non-sunroof 530i but there’s not a whole lot of that left here now, aside from the essential silhouette. The attention to detail stretches way into the recesses that you wouldn’t spot, too. All the underseal has been scraped from the underneath, which has been painted grey, while the insides are a complementary grey and blue. Everything about the car screams purpose, but at the same time it’s a very considered build. The perfect tool, in fact, for advertising Driftland.
Is it the ultimate BMW drift car, then? Has Jeek nailed it this time? “Ah, I don’t know,” he considers, scratching his chin thoughtfully. “I often think about what the next car might be, but I’m not sure what could be better – this engine in a 1M shell maybe? Or maybe some V10 M60 goodness?”
It’s a moot point for now, however, as this shouty workhouse is a harsh taskmaster. “It got quite crashed up this year, so it’ll be getting some fibreglass rear quarters made up, and at the same time the car might end up a different colour, as well as going a little lower,” he confirms. “And, hey, if money were no object, a flat-shift sequential and a supercharger would be nice.” Well, if this E34 is as effective an advert as it is a drift car, those dreams may well be coming true before long.
The plan was always to have fun, wreck tyres and do huge skids, all while advertising my business.
Interior has been stripped-out and fitted with a Huxley Motorsport roll-cage plus a pair of Motordrive seats
TECHNICAL DATA FILE #BMW-S62 / #BMW-V8 Drift / #BMW-E34 / #BMW / #7Twenty / #BMW-5-Series / #BMW-5-Series-E34 / #BMW-5-Series-Drift / #BMW-E34-V8 / #BMW-E34-S62 / #BMW-E34-V8 / #BMW-M5 / #BMW-E34-Drift
ENGINE AND TRANSMISSION 4.9-litre #V8 #S62B50 / #S62 , #Alpha-N map, new shells, Huxley Motorsport exhaust manifolds, #Doritech exhaust system (with V-bands for quick removal), #TTV-Racing lightweight single-mass flywheel with custom paddle and #Motorsport-Helix cover plate, 35-litre alloy tank underneath rear floorpan with #Bosch-044 pump and pressure gauge in bay, five-speed #ZF gearbox, 3.23 welded diff
CHASSIS 10x17” 5x114 (front) and 10.5x18” 5x120 (rear) #7Twenty-STYLE49 wheels, #Nissan-GTS 320mm fourpot front calipers with ventilated discs, 540i rear calipers with ventilated discs, rear subframe reinforced with adjustable camber and toe, #Powerflex bushes, front subframe modified to use Nissan steering rack, bottom #Nissan arms, front Nissan knuckles with adaptors to use #BMW wheels, #Doritech knuckles for extra lock, #Tein tie rods, #GKT-Tech castor arms and GKT Tech lower arms, hydraulic handbrake with 0.650 Wilwood pump, #Apex custom coilovers – 10/8kg damping adjustable
EXTERIOR E34 530i non-sunroof shell, Citroën Whisper Purple paint, underside painted grey, inside painted grey/blue, side skirts, #Zender splitter from the 1980s
INTERIOR #Huxley-Motorsport roll-cage with extension to front turrets, #M-Sport/Ken Block carbon fibre steering wheel, E34 #BMW-M5-E34 instrument cluster and kick plates, #Motordrive seats, #Driftland harnesses, Coolerworks gearshifter, power steering cooler, #Lexan windows, flocked dash, M3 Evo servo and pedalbox, extra gauges for oil/water temperature/oil pressure/fuel, flick switches, custom wiring with fuse/relay panel, single wiper conversion running E46 Compact motor, #Zero-2000 plumbed-in extinguisher, 1kg hand-held fire extinguisher, small battery with fibreglass box and cut-off switchStream item published successfully. Item will now be visible on your stream.
- Post is under moderation/ #Audi RS4 B5 with a 5-cylinder engine / Words Davy Lewis / Photography Andreas S Jansson and Bjorn Eirik Odegård
This track-prepared RS4 is running a #5-cylinder-engine that makes 939hp – now there’s something a bit different…
RS4 B5 940hp 5-cylinder swap
Doing things differently is a risky business. Get it right and you’ll win the respect and admiration of your peers. Get it wrong however, and people will tear you apart on social media. This couldn’t be more relevant than in the car scene. From choice of wheels, to the tricky subject of rear wings – an upgrade that wins the internet with its ingenuity and originality is only a hairs breadth away from a total balls-up that incites derision and hate. People are funny, eh?
So where am I going with this? Well, one of the most fiercely loyal of all Audi enthusiasts are the RS4 B5 guys. Many view this as the only true RS4. The real deal. The big kahuna. The daddy. And you know what – I’m inclined to agree. There’s something about that wide arched, 2.7 biturbo-powered avant that is bang on the money. Never mind the fact that most of them will spend an inordinate amount of time in the garage, simultaneously emptying your wallet and making you cry into your Aldi value beans (cos that’s all you’ll be able to afford as a B5 owner). But, they’re a passionate, dedicated bunch and I applaud that.
So what on God’s earth are they going to make of an RS4 with a naughty secret under its bonnet? You see, this track-focussed RS4 has a cylinder missing. Or, to put it more clearly – it has one less cylinder than it should. But why would anyone remove a perfectly good V6 biturbo and replace it with an old five-pot?
Well, for starters the V6 wasn’t perfectly good. The owner had been through numerous turbos and frankly he was sick to the back teeth of removing the damn thing to fix it. The B5’s engine may be a masterpiece when working well, but get a recalcitrant unit that has frequent issues, and you too could grow to hate it. Add to this the fact that Aslan Eshanov is based in Norway and it becomes clear. These guys don’t think like us.
They go their own way, which is why so many insane cars appear from the frozen lands of northern Europe. Anyway, when you’ve got a nice five-cylinder sitting in the garage, it would be rude not to make use of it. But there’s more to this story than a simple track project build…
The RS4 was actually impounded by the police after they discovered it had a false chassis number. Aslan was prosecuted and fined 23,000 euros (the price of the car’s import tax to Norway). Gulp. So, he hired a lawyer and fought the case in court, proving it was the previous owner who had committed the fraud. However, after a total of 60,000 euros had been spent, Aslan was told that he still could not use the RS4 on the road unless he paid a further 23,000 euros. “I could not afford to do this, so I decided to build a full track car,” he says. So before anyone shouts, “what a waste of an RS4” – it was either build a full-on track weapon, or it would never be used at all.
The project began in July 2014 in Aslan’s basic, unheated garage with only ordinary tools. “I worked a lot in the summer, but not so much in the winter as it was -20 outside and still -10 in the garage.” He spent around 14 months on the car, having to work much of the details out for himself as well as fabricating many bespoke parts.
You can read the full engine spec on the last page of the feature, but it’s based around a 2.5 TDI block, with forged rods and pistons. There’s an AAN cylinder head and CatCams that allow this strong bottom end to withstand a 10,000rpm rev limit. Everything needed to be strong, because Aslan likes to give it a serious kicking. You may have seen videos of it being nailed sideways around the track at various Gatebil events.
Watching this RS4 performing brutal four-wheel power slides never gets old and with 939hp on tap, it’s some crowd pleaser. Listening to that beefy, Precision turbo snorting and chuffing away, accompanied by the roar from the 3.5in exhaust really is something special. It’s a raw, unrestrained sound that is all the better for being produced by an engine with an odd number of cylinders.
Thankfully, the outside has been left pretty much OEM. The only additions are a Leon Cupra front splitter, some tow straps and US-spec side marker lights. The fact it isn’t covered in some crazy livery or emblazoned with sponsor’s logos, only adds to the appeal of this RS4.
Inside it’s a different story. The dash remains, but pretty much everything else has been removed to make way for a comprehensive roll cage and the fuel system, mounted in the boot. There’s even a rear-mounted radiator, inspired no doubt by the Group B cars of the ’80s. Sensibly, Aslan has installed a firewall, to keep himself away from the fuel system.
The wheels are as wide as possible to allow for maximum traction – they measure a girthy 10.5x19in all round, wrapped in 275/30 semi-slick track rubber. However, a set of 18in Rotas are used for drifting with smaller 235/40 tyres.
There’s plenty more to come from this rather immense RS4. It’s an unconventional car, with a chequered past, but there’s no denying that it is 100% savage. Aslan reckons there’s another 200Nm of torque to be had, so it’s set to become even more of an animal on track. It’s a shame it can never be used on the road in Norway, but I guess that means that it’s never going to be a compromise. This RS4 is all about going insanely fast (often sideways) and for that, I give it a big nod of respect.
SPECIFICATION / #Audi-RS4-B5 / #Audi-RS4 / #Audi-A4-B5 / #Audi-A4 /
Engine Self build 5-cyl 2.5 20v Turbo, 2.5 TDI long block from 94-97 A6 (same block as Transporter T4) with custom CP-service pistons and #Rosten-Performance H-profile rods, #Audi-Ur-S4-AAN cylinder head from S4 C4 91-94 rebuilt to mechanical lifters and #CatCams for higher lift on valves and can run 10,000rpm, modified #AAN intake manifold from 2.2 20v S4 C4, Nuke fuel rail with 1600cc #Bosch injectors, custom exhaust manifold for B5 with 5-cyl engine, #Precision / #Precision-6466CE turbo, Tial 60mm wastegate, #Tial Blow-off valve, 3.5in exhaust all the way and 2x 3.5in tailpipes (Diesel look), 4in intercooler, big oil catch tank with return line for oil back to the oilpan, #Autronic-SM4-ECU , Audi R8 coils, #Accusump oil accumulator (stabilizes the oil pressure in engine)
Transmission OEM RS4 B5 transmission, OEM drive shafts, Tilton 2-plate clutch good for 1500hp
Power 939.8bhp and 983Nm at 2.3bar of boost on E85 fuel
Brakes RS4 B7 brakes in front, OEM rear brakes, hydraulic handbrake
Suspension #Øhlins 3-way coilovers, #H&R ARBs front and rear, #PowerFlex bushings / #Öhlins / #Ohlins-Racing
Wheels & Tyres #BBS-CH / #BBS 10.5x19 with 275/30x19 semi slicks, OEM RS4 and Bola B1 (Rota grid) drifting wheels with 235/40x18
Interior OEM dash, #Sparco / #Sparco-Pro-2000 black seats, Sparco 4-point red belts, full “rally” roll cage, rear mounted radiator with water pump in boot, 3x #Bosch-044 fuel pumps for E85 fuel, 60-litre fuel cell, Nuke fuel catch tank, 2x #Nuke fuel filters, firewall between boot and rear of cabin
Exterior Leon Cupra front spoiler, US side marker lights, tow straps, tinted windows, OEM paint
Tuning contacts/thanks Tuned by #RFS-Performance in Norway. 939.8bhps and 983Nm at 2.3bar of boost on E85 fuel (not finished with the tuning, need to adjust cams to push out around 200Nm more)
Top: Cheeky on-road shot of this epic track car
Below: The plate gives the game away...
Left: Rear firewall and extensive roll cage Below Left: Interior is driver focused.
Bottom: Just a regular RS4...
Above: Aslan kicks the RS4’s arse on track.
Action photographs: Bjorn Eirik Odegård
Below: Rear-mounted cooling system.
“The RS4 was actually impounded by the police...”
Below: View through the rear window gives the game away.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationBMW’s iconic #BMW-Art-Cars have been setting hearts a-flutter since #1975 but your chances of actually owning one are pretty much zero. There is, however, little stopping you from building your own… Words: Daniel Bevis /// Photos: Patrik Karlsson / #BMW-Art-Car /
Art Attack E9 and E21 resto-modded Art Car replicas
The BMW Art Car series is something that’s been capturing the imagination of motoring enthusiasts for generations. It all began in 1975, when French racing driver Hervé Poulain commissioned American artist and friend Alexander Calder to paint the 3.0 CSL that he was to drive at Le Mans. Using bold primary colours, Calder transformed the already eye-catching form of the #Group-5 E9 into something that looked like it was rapidly swishing through the scenery even when it was sitting still. It turned out to be one of the last art pieces Calder produced before his death, and in the mid-seventies it was actually a pretty astonishing move to present a car to the world as a work of art; it was, as you might imagine, even more astonishing that the flawless museum piece was then entered in the Le Mans 24hr.
The Calder Art Car sparked off a chain reaction that resonated through the decades. The following year, Frank Stella painted an E9 CSL; the year after that, Roy Lichtenstein had a go at a Group 5 E21, then it was Andy Warhol’s turn with an M1, with the snowballing project building momentum until it all came to a head with the recently unveiled John Baldessari M6 GTLM, the 18th official #Art-Cars Car .
Now, there have been quite a lot of other BMWs to be decorated by artists in unusual ways over the years, but these core 18 are the official ones, the bona fide commissioned #Art-Cars . They haven’t all been race cars (David Hockney’s, for example, was an 850CSi and Matazo Kayama’s was an E34 535i), but they have all been devastatingly beautiful and incomparably desirable.
To BMW’s endless credit, the collection isn’t kept safe and secure in a hermetically sealed and top-secret location – they get toured around the world from Goodwood to Pebble Beach and beyond, and the PR bods even took them on a sort of world tour in 2012 which included a brief but comprehensive exhibition in, er, a multistory car park in Shoreditch (which was very weird, but an utter joy to attend – BMW didn’t publicise it widely, so very few people turned up; those of us that did got to enjoy some rather special alone-time with these magnificent creations).
But just having a little look-see at the occasional show was never going to be enough for Swedish retro race enthusiast Jonas Nilsson. He had a dream, an all-consuming aspiration, to possess an Art Car of his very own. But obviously BMW would never sell him one, they’re far too valuable, so he was left with just one option: to build his own tribute to these iconic slices of history.
As you can see here, he got a bit carried away. He hasn’t built one Art Car, but two – and that’s just about pushing the very limits of awesomeness that our brains are able to cope with. So let’s try and piece it together in as logical a way as possible, without our minds dribbling out of our ears at the sheer magnificence of it all…
“BMWs have been special to me ever since I was a little boy, and our neighbour came driving home in his brand-new E21,” Jonas recalls. “I’ve always thought that they have very nice car models and very good performance.” Yep, no arguments here. And that early infatuation clearly planted a seed, as things have gone a bit nuts in the intervening few decades.
“The first #BMW I owned was an E36 318iS,” he continues. “It was white, with a subtle body kit – just right for a guy in his twenties.” It wasn’t, we must point out, all about the BMWs for Jonas though, as he’s also pretty keen on Opels. His first car was a Monza GSE, and over the years he’s built some fairly impressive modified examples including a twin-turbo Monza with nitrous and a ’caged, supercharged Kadett GSi on slicks. It’s this passion for brutal performance and race car thrills that ultimately informed what you’re seeing here, allied to that early passion for BMWs. It turned out to be the perfect recipe.
“It had always been my dream to build an Art Car, so when the opportunity to do it came up, I had to take it,” he says, matter-of-factly. “The Roy Lichtenstein E21 tribute was the first one I built, and when that was finished I felt ready to tackle another one, so I attempted the Frank Stella E9, which was the one I’d really wanted to build all along.” Blimey. He makes this deranged behaviour all sound so normal, doesn’t he? What’s arguably most impressive is that Jonas built up everything you see here himself, as you can’t just nip to Halfords and pick up a Group 5 body kit for an E21. “All the bodywork is made in steel and cannot be bought, so I made it all by myself to a plan I had in my mind,” he explains, like some kind of automotive voodoo shaman.
“To create these two Art Cars, I actually used four cars,” he goes on. “I took two cars and cut the body from the base, then I took one base and welded it together with the other body, and to make everything fit I had to adjust the length and trim the base car to make everything match up.”
Looking inside either one should give you a bit of a giveaway as to what resides beneath their respective skins; the E21 is all E36 inside, while the sharknose E9 has an E34 M5 hiding down there. It’s all utterly bonkers, and phenomenally impressive that he’s made it work.
“I found the E21 at a friend’s place,” says Jonas. “It was in okay condition, but the engine didn’t work.” And what better remedy for a misfiring first-gen 3 Series than to slice the body off, plonk it on to an E36 325i chassis, and bolt on some outrageous retro racer bodywork?
You’ll spot that the E36’s M50 engine is nestled beneath that colourful bonnet, while the 1990s underpinnings have allowed a little flexibility in upgrading things, which is why you’ll find some serious D2 coilovers in the mix along with 19” wheels. On the whole, though, the spec is relatively mild when you look at just how extreme the E9 ended up becoming.
“I found the E9 on a car sales website, almost in mint condition,” Jonas grins, plainly unconcerned about chopping the thing up. “Whereas the E21 took about a year to build, this one took more like 18 months as there was a lot more to do.” Part of the reason for this is that he opted to complement the forthright race car looks with some appropriate power in the form of an S38 engine from an E34 M5 (which is the donor car beneath, remember) to which he’s added a Rotrex C38-81 centrifugal supercharger. It’s an astonishingly quick machine, which is just what you would hope for when you look at its angry angles and pointy aero.
“Every detail and measurement of both cars were made from a model in 1:18 scale, including the wrapping,” Jonas explains, again shrugging off an incredibly complex engineering endeavour as if it’s all in a day’s work, and reducing us to shimmering pools of jealousy in the process. “The Art Car livery is vinyl-wrapped though if money were no object then of course I would have them painted on! And there’s not a part of either car that hasn’t been taken out and perfected before being put back in. I try to do as much as I can by myself, because I love a good challenge!” Well, yes, evidently. The work here really does speak for itself, and while Jonas’ bread-and-butter lies in the mill industry, he hopes one day to transition into building cars like this for a living; a passion that’s currently being fuelled by his new project, a race-inspired, street-legal 635CSi. If all goes well, he could one day be commissioning famous artists to adorn his creations with their colourful daubings… but for now, this pair of Art Car tributes is a fabulous showcase of his skills. BMW may take the official ones out and about, but they don’t tear around in anger like Jonas’ do. As dream two-car garages go, this one really is a work of art.
TECHNICAL DATA FILE BMW #Frank-Stella / #BMW-E9 / #Rotrex / #Rotrex-C38 / #BMW-E9-Frank-Stella / #BMW-E9-Art-Car / #BMW-E9-Art-Car-Replica /
ENGINE AND TRANSMISSION 3.5-litre straight-six #S38B36 / #BMW-S38 / #S38 , #Rotrex-C38-81 centrifugal supercharger, chargecooler, race aluminium cooler with Evans waterless coolant, Nuke Blackline linear FPR, Nuke fuel rail, #Nuke-Blackline filter, #ECUMaster management, five-speed #Getrag-280 manual gearbox, Tilton racing clutch, modified cardan shaft, 40% locking diff, 2.87:1 final drive, 210 diff housing, forged CrMo driveshafts
CHASSIS 10x19” (front) and 13x19” (rear) HRE 508 wheels with 265/30 (front) and 345/35 (rear) Michelin Pilot Super Sport tyres, E34 D2 coilovers, D2 Racing big brake kit with eight-pot calipers and 380mm discs (front) and six-pot calipers and 380mm discs (rear)
EXTERIOR Custom handmade all-steel Group 5 bodywork, Frank Stella Art Car tribute livery
INTERIOR E34 M5 dash, Cobra Misano Anniversary seats, custom-trimmed matching rear seats and doorcards
TECHNICAL DATA FILE #Roy-Lichtenstein / #BMW-E21 / #BMW-E21-Roy-Lichtenstein / #BMW-E21-Art-Car / #BMW-E21-Art-Car-Replica / #BMW-Art-Car-Replica / #Art-Car-Replica
ENGINE AND TRANSMISSION 2.5-litre straight-six #M50B25 / #BMW-M50 / #M50 , five-speed #Getrag manual gearbox
CHASSIS 9.5x19” (front) and 11x19” (rear) #Rennsport wheels with 265/30 Hankook Ventus S1 Evo (front) and 325/30 Dunlop Sport Maxx Race (rear) tyres, E36 D2 coilovers, #Powerflex bushes
EXTERIOR Custom handmade all-steel Group 5 bodywork, #Roy-Lichtenstein-Art-Car tribute livery
INTERIOR E36 interior blended with original E21Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationHITS THE SPOT Z1 PERFECTION Tweaked and tuned Roadster
An oddity it might be but the Z1 is a mighty fine driving machine that can be easily enhanced with a few choice mods. Words: Elizabeth de Latour. Photos: Sebas Mol.
Super-slick BMW Z1 E30
“Few cars are capable of turning this many heads with so little effort”
I don’t like convertibles, I don’t like roadsters, I don’t like soft-tops in general – whatever you may choose to call them. Most girls do, but not me. I have nothing against them or the people who choose to buy them but they’re just not for me. The Z1, on the other hand, well that’s a different matter altogether. For some reason this futuristic oddity has always been very special to me and I still remember being blown away when I first saw it at the British International Motor Show at Earls Court back in #1988 at the tender age of six. But how could you not have been, even as an adult at the time? Or even as an adult now?
The ‘Z’ in BMW’s Z models stands for ‘Zukunft’, meaning ‘future’ in German, and no other model has managed to capture the essence of that word so completely as the Z1. The Z8 did look pretty futuristic but it was a modern reimagining of the 507. The Z1, however, was its own car and one that has magically managed to avoid ageing. It’s such a rarity and such a great-looking machine, especially with the roof down. Its clean lines and fantastic styling details belie its 27 years of existence. Whilst on a shoot with one a few years ago a passer-by even wandered over and asked if this was the new model of BMW!
Now, Z1s are expensive so you have to be pretty committed to want to modify one, but for owner Patrick Emperhoff modifying was the logical course of action when it came to bringing his sorry-looking Z1 up to scratch. “I have been interested in BMWs since I was 18 years old and the Z1 was the car that started it all for me, although I did not have enough money to buy one at the time,” he says. That didn’t stop him from indulging in some of BMW’s other offerings, though, including an E30 318i Cab, an E21 that he swapped an Alpina M20B27 engine into, a 2002Ti, and E93 335i – all of which he still has. He never stopped thinking about that Z1, though, and had to wait 15 long years before he finally got to fulfil his teenage dream and pick up this very car.
It was, says Patrick, in a bad way. Not that you’d have any clue looking at it now. It’s not just super-clean but has been treated to a host of choice mods that have given it the sort of purposeful look that we approve of. As far as the styling goes, this Z1 has been left alone because, well, why mess around with such a great shape?
Whatever position and combination of doors and roof you go for the Z1 refuses to look ungainly or ugly and few cars are capable of turning this many heads with so little effort. So, if you’re not going to touch the styling, what can you do to up the ante in the looks department? Wheels and suspension? Yeah, that’ll do it…
The wheels, Patrick tells us, were already on the car when he bought it, although the centres had been painted violet, which we can’t imagine was a good look. But now those 17” OZ Futuras deserve all the praise that you can heap upon them, with Patrick getting the centres back to a far more natural and neutral silver, while the dishes have been polished to perfection. They really suit the car, especially when combined with the drop delivered by Patrick’s choice of suspension. You’re not exactly spoilt for choice when it comes to aftermarket suspension choices for the Z1 but if something’s worth doing, it’s worth doing right. This is why this example has been treated to a set of special production coilovers from H&R, which deliver a ride height that’s spot-on. The chassis has been further sharpened-up with the addition of some Powerflex bushes, while under the bonnet sits an aluminium strut brace.
A lot of the changes that Patrick has carried out are beneath the skin, while we can’t see them, he can most definitely enjoy the positive effects they have on the driving experience.
The Z1 interior is a strange place, a mix of familiar #BMW-E30 switchgear, a few oddities, like the mismatched speedo and rev counter (the latter being smaller and sticking further out from the instrument cluster), and those seats. They are quite unlike anything ever fitted to a BMW before or since, with their futuristic styling, a creative combination of materials and that crazy camo print pattern.
They’re super-comfy, super-grippy, and offer loads of support – which are all things you want from a seat mounted in a car that handles as sweetly as the Z1, especially with that uprated suspension on board. To further sharpen-up his Roadster’s responses Patrick has fitted a quicker steering rack to pick up the slack, with a smart Alpina steering wheel offering the perfect means with which to carve through corners, along with a short-shift kit.
While the Z1 is nimble and light on its feet, with a capable and willing chassis, the #M20B25 under the bonnet doesn’t have quite enough grunt to make the most of what the chassis is capable of. It’s still a glorious engine and with 170hp and 164lb ft of torque it’s not short of shove but the Z1 is crying out for a little more under-bonnet action. Patrick hasn’t gone mad on engine mods but he’s carried out a few tweaks to make the most of what he’s got. A chip has helped to perk the engine up a bit while a Wiesmann exhaust has given it a more sonorous soundtrack. Finally, a 3.90 LSD has added a lot more punch and made the Z1 feel a lot quicker and more responsive.
The combination of H&R coilovers, quicker steering, a short-shift, and a shorter final drive has resulted in a car that is insanely fun to drive, with plenty of straight line punch. Patrick has turned an already sharp chassis into one that’s scalpel-like in its precision and response. Indeed, the chassis upgrades are Patrick’s favourite aspects of his Z1. “I love the suspension and the quick steering; it feels like a gokart!” he says with a grin. And, while he’s more than happy to show it off, because you can’t own a Z1 and shy away from attention, this is not a show queen and his future plans for it are entirely centred around driving it. We couldn’t approve of that any more if we tried.
TECHNICAL DATA FILE #BMW-Z1-E30 / #BMW-Z-Series / #BMW-Z-Series-E30 / #BMW / #BMW-Z1-Wiesmann / #BMW-Z1
ENGINE AND TRANSMISSION: 2.5-litre straight-six #M20B25 / #BMW-M20 / #M20 , performance chip, #Wiesmann exhaust, five-speed manual gearbox, 3.90:1 LSD with M Roadster cover with cooler
CHASSIS: 8x17” (front) and 9x17” (rear) #OZ-Futura wheels with 215/40 (front and rear) tyres, #H&R special order coilovers, #PowerFlex bushes, aluminium strut brace, stainless brake hoses, quicker steering rack
INTERIOR: #Alpina steering wheel, short-shift kitStream item published successfully. Item will now be visible on your stream.
- Post is under moderation912hp from four cylinders? Turbo S14-powered E30 will blow your mind.
912hp turbocharged #S14 E30
We’re not sure what’s scarier: building a 912hp turbocharged S14 E30 or driving it. Neither experience is for the fainthearted… Words: Elizabeth de Latour. Photos: RonV Photography.
Let’s talk about specific output. Whatever horsepower figure you may lay bragging rights to, generally speaking it doesn’t matter how you got there, all that matters is what you’ve actually got. We all love power and having lots of it is great. But, what impresses everybody is making a lot of power from a little engine. Big V8s with big turbos are awesome, we’re big fans, but to get a small engine to produce some big numbers takes an inordinately large amount of effort and it’s something that elicits the universal respectful head nod because you have to be pretty flipping hardcore to go down this route. Surely only some sort of madman would attempt to extract 900hp from a 2.3-litre, four-cylinder S14? Surely?
Well, in this case only a Maatman would attempt to do that. Tim Maatman, that is. Tim Maatman is hardcore. One glance at his purple monster of an E30 should tell you that. The car you see before you started out life as a shell, with no interior and no engine. It did have the Sport body kit already attached but that was it. Tim bought it off a friend and it was crying out for a greater purpose in life. That purpose was to serve as the host for a turbocharged engine, which itself had started out life in Tim’s E30 Touring and had been built up to 430hp. However this wasn’t enough to slake his thirst for power and so the past two years have been dedicated to the evolution of that original turbo engine concept into the beast of a powerplant you see before you here.
Okay, Tim probably had a life around all that engine building but the idea of him locked away like a mad scientist working on his doomsday machine is the one we’d like to stick to.
This mental image is given weight when Tim tells us that he’s done most of the work on the car himself. As you can imagine, a project like this requires a huge amount of work and most of that has been poured into the engine. It really is an incredible thing to look at, that engine, so industrial, mechanical and more than a little bit intimidating. It’s like the rest of the car has been built around it as some sort of containment system trying to rein in all that raw energy.
The road to turbocharged S14 glory begin with Tim swapping his Touring’s original M40 to a slightly more potent M42 and the addition of a turbo running a KMS MP25 management system and, later, H profile con rods and turbo pistons. So far, so good. At least it was for a few weeks until the head cracked. “I spoke to John at KMS and he offered me an alternative: to supplement the parts ordered and my M42 engine for an S14 engine they had ready for a turbo,” Tim relates. “It was such an attractive offer that I couldn’t say no! The S14 was just fitted with CP turbo pistons while the other parts of the S14 were OEM, even the head gasket and head bolts. I picked up that engine and connected the MP25 management and an exhaust system made with a Precision 6262 turbo and it made 430hp at 0.8bar of boost.”
Tim was happy, as any of us would have been, and ran the car in that configuration for a couple of years, taking it to his local drag strip numerous times with his personal best being an extremely impressive 11.7sec quarter-mile. But Tim had developed a taste for power and he wanted more…
“I came into contact with Pure Performance Factory in Sweden and started to collect all the turbo information on the company’s forum. I then began buying all the beautiful parts I needed for a major renovation because I wanted at least 700hp,” Tim explains with a grin.
The first incarnation of the new engine was ready in 2014 and Tim headed over to DP Engineering to see how much power he was making. “Over 680hp the V-belts were flying off and started breaking and we managed to hit 745hp before anything broke,” Tim continues. “I then fitted a larger turbo, a Precision 6466 dual ball bearing Gen 2, and we hit the dyno again; we started out on the old wastegate spring, which had held 0.8bar at 500hp but with the bigger turbo the boost creep caused this to shoot up to 1.3bar and on the first full run it made 700hp. This was not according to plan and less power than before so I changed the wastegate spring and this time we hit 850hp. Pieter at DP Engineering asked me how far I really wanted to go so I told him that 900hp is a nice number, so he started increasing the boost. At 1.9bar the engine made 880hp and at 2.0bar it hit 912hp and 685lb ft of torque so we stopped there; we then did numerous runs for fine tuning and the day ended with a big smile.” We’d be equally happy if we’d just come away with 912hp from a turbocharged S14. And, if you want to talk about specific output, that works out at 397hp/litre, which is eye-watering stuff. Absolutely awesome.
The final spec list for this S14 is nothing short of astonishing but you’d expect nothing less from an engine making this sort of power, especially one this small. The engine runs the stock S14 crankshaft, although it’s been polished and balanced, along with H-profile con rods, CP pistons and an oil pump modified as per DTM specs. Larger intake and exhaust valves have been fitted as well as PPF valve springs and a custom PPF cam, adjustable camshaft pulleys and an S50B32 chain tensioner.
We’ve mentioned the monster Precision turbo above and it sits on a custom manifold, sucking in air via a massive 130mm BMC cone filter and it runs a Precision 46mm wastegate, 50mm PPF blow-off valve and a custom 3.5-inch exhaust with a single Simons silencer while the exhaust itself exits under the offside sill.
A massive 600x300x100mm front-mount intercooler helps to keep the intake air temperature down and it all feeds into the engine via a custom aluminium intake. As you’d expect from a car like this, the boot is filled with the E85-based fuel system, with a 45-litre Jaz fuel cell, twin Bosch 044 fuel pumps, and a number of Nuke Performance components including a Y splitter, fuel filter, fuel rail with four massive 2200cc Bosch motorsport injectors, FPR and vacuum station.
Building your 900hp engine is one thing but keeping control of all that power is another matter altogether. And with so much effort having been expended under the bonnet you’d be shocked if Tim had scrimped elsewhere. Don’t worry, he didn’t…
Step one was to sort the transmission because there’s a hell of a lot of power and torque trying to get to the rear wheels and you need something strong enough to cope with all of that, especially when drag racing, as Tim planned to. The gearbox in this E30 is an E60 530d six-speeder mated to a lightweight PPF 6kg chromoly flywheel, a Sachs motorsport clutch rated to 811lb ft of torque, and a custom propshaft by DriveteQ. An E28 M535i 210mm diff has been fitted, modified by Hardeman Motorsport with 30º/45º ramp angles and 75% locking, along with custom driveshafts and uprated CV joints. On the suspension front, KW V2 coilovers have been fitted up front along with GAZ camber plates from Hardeman Motorsport. At the rear you’ll find AVO drag coilovers with compression and rebound adjustment and rear camber and toe adjustment for maximum grip, Ireland Engineering anti-roll bars all-round, Powerflex rear subframe bushes, and Tim’s also carried out a five-stud conversion allround. The benefits of this are two-fold: it means he can run those extremely sexy AC Schnitzer Type II Racing wheels; more importantly, it also means he can run his 334mm Tarox discs with Porsche Brembo four-pot calipers up front on custom brackets with Ferodo DS2500 pads. The rears haven’t been forgotten about, sporting E30 Touring calipers (as they have a slightly larger piston), Tarox discs and Ferodo DS2500 pads with Goodridge hoses fitted all-round. Now often when a car is built for outright performance, aesthetics take a bit of a backseat. However, when you’re starting with an E30 you’re starting with a car that can’t help but look good, especially when it’s wearing the Sport kit like Tim’s is. Painting it Daytona violet certainly hasn’t done any harm either. The front spoiler has been drilled for lightness, there’s a lightweight Einzel Motorsport bonnet, and a Hartge rear spoiler as well.
The interior is most definitely all business and we like the fact there’s nothing glamorous here: it’s all about making this E30 light, safe, and giving Tim somewhere to sit while he pilots it down the drag strip. There are no carpets or doorcards but neither are there are fancy metal chequer plate floor sections or lightweight door panels; there’s just bare metal and wires. The dash has been flocked and there’s a plethora of Stack gauges mounted where the central air vents would be to enable Tim to keep an eye on boost pressure, fuel pressure, oil pressure, the oil temp and EGT. There’s also an OMP steering wheel, a pair of single-piece Toora buckets with QSP fourpoint harnesses, plus a full, TIG-welded chromoly steel roll-cage.
With 912hp and weighing just 1130kg, thanks to Tim’s extensive weight reduction programme, this E30 has 807hp per ton, more than any road-going Koenigsegg, Porsche, Lamborghini or Ferrari. This means that when Tim gets the chance to take it down the strip it’s going to be absolutely insane. Until he gets there he’s been enjoying it on the street: “It’s nice on the highway, the acceleration is delicious!” Of course, if you think 912hp is enough, you’re wrong because Tim is already thinking of more power, as he tells us: “There is still more to come with this setup. Four digits would be nice, though there are other things that I would like to do first, like install a carbon diffuser, the cage needs a little work, and I may even also go for methanol injection. My goal was always to build a nine-second car and I will achieve that. The question is ‘when’? If the engine survives this season then maybe in winter 2016/2017 I’ll try for 1000hp and then this project will be closed.”
For a minute Tim looks deep in thought. “Given that I know I can build up an S54 to 1500hp I wonder if it would fit in the engine bay with a turbo on it?” he questions. We get the feeling he’d be up for finding out. For now, though, he’s got 900hp of turbocharged E30 to enjoy on the street, in sprint events and on the drag strip. And while building it may have been daunting, we wager that driving it is going to be an awful lot of fun.
TECHNICAL DATA FILE #BMW / Turbo / #BMW-E30 / #BMW-E30-Turbo / #S14B23 / #S14-Turbo / #BMW-S14 / / #BMW-3-Series / #BMW-3-Series-E30 / #Precision / #CP-Carrillo / #Bosch-XR4CS / #VAC-Motorsport / #AC-Schnitzer-Type-II-Racing / #AC-Schnitzer / #BMW-M3 / #BMW-M3-E30 /
ENGINE 2.3-litre four-cylinder S14B23 from E30 M3, polished and balanced S14B23 crankshaft with 84mm stroke, #ARP-2000 main studs, ARP block girdle, H-profile con rods with ARP 2000 bolts, CP Carrillo 94.5mm pistons, 9.0:1 compression ratio, HD piston pins, #Athena cut-ring head gasket, M52B28 piston oil squirters, modified DTM-style oil pump, 39mm Supertech Teflon-coated intake valves, 33mm #Supertech Inconel exhaust valves, S50B32 valve buckets, uprated PPF valve springs, custom PPF 283/283 11mm/11mm camshaft, adjustable camshaft pulleys, BMW S50B32 chain tensioner, engine blueprinted, 7.0-litre sump with VAC Motorsport oil pan baffle, custom T321 steel turbo exhaust manifold, aluminium intake, #Precision-6466-DBB-Gen-2-V-Band .82 AR turbo, Precision 46mm wastegate, PPF 50mm blow-off valve, 130mm BMC Twin Cone filter, 600x300x100mm tube and fin intercooler, three-inch intercooler piping, Samco connectors, 3.5-inch exhaust with single Simons silencer and exhaust tip exiting from sill, #Mocal oil cooler, Griffin aluminium radiator, Goodridge hoses and connectors, Jaz 45-litre fuel cell, 2x Bosch 044 fuel pumps, Nuke Performance Y-splitter, fuel filter, fuel rail, FPR and Vacuum Station, 4x Bosch motorsport 2200cc fuel injectors, #Goodridge PTFE AN08 feed, Goodridge PTFE AN06 return, Flex Fuel sensor (not connected), E85 fuel used, VEMS ECU, 2x EGT, Lambda, fast air temperature sensor, turbo back pressure logged, custom cam sensor, MAC four port boost control valve, Bosch XR4CS spark plugs, VAG coils, Moroso spark plug wires
POWER AND TORQUE 912hp (2bar) @ 7500rpm. 685lb ft of torque (2bar) @ 6600rpm
TRANSMISSION E60 530d six-speed gearbox, PPF 6kg chromoly flywheel, Sachs 811lb ft motorsport clutch, DriveteQ custom propshaft, #Hardeman-Motorsport E28 M535i 201mm diff with 30º/45º ramp angles and 75% locking, custom driveshafts, uprated CV joints
CHASSIS 8.5x17” (front) and 9.5x17” (rear) AC Schnitzer Type II Racing wheels with 215/40 (front) Toyo or Zestino semi-slick tyres and 255/45 (rear) Dunlop SP9000 or Zestino semi-slick tyres or Hoosier D06 9.0/26/15.0” drag racing slicks, #KW-V2 coilovers with adjustable rebound (front), #GAZ camber plates, uniballs and M3 supporting arms, AVO drag coilovers with compression/rebound adjustment (rear), rear camber/toe adjustment Ireland Engineering anti-roll bars, #PowerFlex rear subframe polybushes, five-stud hub conversion, Porsche Brembo four-pot calipers with custom brackets and #Ferodo DS2500 pads and Tarox 335x32mm discs (front), E30 Touring calipers with Tarox discs and Ferodo DS2500 pads (rear), Goodridge brake hoses (f&r)
EXTERIOR Daytona violet, M Tech II body kit, #Hartge boot spoiler, lightened front bumper, Einzel Motorsport fibreglass bonnet
INTERIOR Full chromoly TIG-welded roll-cage, flocked dashboard, Stack boost pressure, fuel pressure, oil pressure, oil temperature, exhaust gas temperature gauges, OMP steering wheel, Toora bucket seats, Samsonas H-pattern shifter, QSP three-inch four-point harnesses, VEMS app on tablet/phone
THANKS Thanks to my friend Robin Kal for helping with building my engine, Pieter Oonincx from DP-Engineering for mapping the car, Gerben Vlogman and Robin Langeslag for all the custom machined parts, my wife Chantal for all her help with money and all the times I was away from home!
“It’s nice on the highway the acceleration is delicious!”
“At 2.0bar the engine hit 912hp and 685lb ft of torque so we stopped there”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationIN THE LAP OF LUXURY GERMAN
Ultra-plush, ultra-rare, ultra-cool E23 L7 on air. Achingly cool and visually awesome, this bagged E23 L7 really is a thing of beauty. Words: Elizabeth de Latour. Photos: Faiz Rahman.
LAYING LOW Air-ride E23 L7
Old cars are cool. Just take a look at the number of E30s, E28s and E34s that are cropping up on the BM scene all around the globe. These are all cars that look great as standard, and just a few simple mods are all that’s required to get the head-nodding seal of approval wherever you may go. However there is life beyond the well-worn paths of the E30 and E28 and there are numerous treasures nestling in BMW’s back catalogue that serve as excellent candidates for some thoroughly modern modifications, and you’re looking at one of them right now.
Regular readers may recognise the name Darren Hattingh because back in the June 2015 issue we featured his supercharged E38 740iL, and what a fine machine it was. Now the man with the 7 Series penchant is back with his latest creation, and it’s a modern twist on a classic that is most definitely not a regular on the scene. “Ever since seeing pictures of my dad after he brought home his E23 I’ve wanted one for myself,” says Darren. “He’s had every body shape Seven up to the E66, but the E23 and E38 have always made me double-take! The thing that really draws my attention to the E23 is the shark nose, I love the way it encapsulates the grilles, and the staggered headlights have such a presence about them.”
He’s certainly not wrong. The E23 is a fantastic-looking car with a distinctive design that really sets it apart from its contemporaries and really makes it stand out on the road. E23s aren’t exactly easy to come by, though, but fortunately for Darren he just so happens to have a friend who is as keen on Sevens as he is. “My buddy Stephen owned the car previously, and he and I traded cars: my E32 750iL for his E23 L7.
The condition of the car was very well used, which was perfect for me. It made changing almost every aspect of an already rare car easier and the day I saw Stephen pull up in the car, I instantly had a completed concept in mind of how I wanted it to look,” he says.
Before we get too far ahead of ourselves, just what on earth is the L7? In E23 speak it means luxury, which is what we assume the L stands for. That includes a leather dashboard and leather in place of the wood trim on the doorcards, a powered glass sunroof, electric everything and BMW’s first ever driver’s airbag, which results in a massive steering wheel. Seriously, it’s massive. So, the American-market exclusive L7 is basically an ultra-luxurious and extremely rare version of an already rare and luxurious car. It’s an E23 but more.
So, with his hands on an E23 Darren was ready to start modifying according to his plan, and that plan involved air. “Currently the L7 has a fully custom built Air Lift air ride suspension setup, with Air Lift V2 management.” Keeping classic static is cool, but bagging them is even better and judging by the result of this pairing we can safely say that air and E23 go together like toast and jam. That long, sharkey 7 Series shape looks so good slammed into the ground, and it really does go outrageously low.
But mad lows alone aren’t enough, you’ve got to get the right wheels to go with your drop and here Darren has absolutely nailed it. “The wheels are Impul Silhouettes,” he explains. “I chose these wheels because of the period correctness of the style, the fact that they are functional, and of course their rarity. I honestly didn’t consider any other wheels because I knew I had to have these to complete the concept I had in mind.”
Trying to pair the right wheels to a car like the E23 is a lot like trying to match the right wine to a particularly complex dish – in isolation both could be brilliant but bring them together and it could all go wrong. The fact that Darren didn’t even consider a classic cross-spoke is laudable and we wager that the Silhouette is not a wheel many people with a BM of this vintage would have floating around at the forefront of their brains as a go-to wheel choice. But we’re so very glad that it was the only choice for Darren. On paper, a full-face, arguably motorsport-themed wheel would seem like an odd choice for a classic luxury cruiser and, having had a gander on Google, it’s not an instant win on every car it’s applied to but here, against all odds, it looks absolutely killer.
On the chassis front, beyond that custom air-ride setup, Darren has also completely rebuilt the steering system, adding E24 and E28 polybushes and there’s also a Bavarian Auto front strut brace.
As far as styling goes, this E23 is definitely a looker but at first glance you might not be able to put your finger on exactly what it is that’s making you feel so right about looking for so long, but once you start picking apart the details you realise that Darren has put in a huge amount of work… but work that only true aficionados will be able to appreciate: “I wanted to keep the styling of the car very subtle, almost to the point where you can’t really tell what has been changed.” Well, mission accomplished as far as we’re concerned!
“My buddy Stephen converted the nose and rear bumper to Euro spec while he briefly owned the car. I added the E38 front bumper, which was problematic as I had to design and weld up a frame that mounted the E38 bumper reinforcement to the factory E23 bumper shocks. I also fitted rear Euro quarter trim, ’1979 E23 chrome mirrors and Formuling Wind Splitters,” which might possible be the best name for anything we’ve ever heard. In case you’re wondering, those are the CSL Batmobile-style fins that sit on the front wings either side of the bonnet.
The high beams have been given the classic French look and are now actually foglamps, with Darren converting the dipped beam housings to a bi-xenon setup and there are new old stock front grilles keeping things period and fresh. The changes are subtle, almost to the point of being invisible just as Darren planned, but together they really do make a big difference in terms of how the E23 looks, giving it a smoother, more dynamic appearance that you’re definitely unlikely to see anywhere else, anytime soon.
If you find all that a bit too subtle for your liking, don’t worry, because the interior is where things get wild. Being an L7, everything is covered in leather and the distant mooing of the ghosts of the cows that gave their lives for the greater good of upholstering this E23 can be heard drifting through the interior on a still summer’s evening. But more eyebrow elevating than even the concept of ghost cows is the fact that Darren has redone the entire interior himself. “The factory interior was dark grey carpet, light grey and dark grey leather,” he explains, which is clearly isn’t that anymore.
“I wanted to keep the interior as factorylooking as possible because I love the factory styling of the L7, but I also wanted to bring it into modernity with the new leather and colour change while keeping the original stitch patterns and style. I did a complete interior tear down and makeover with new leather everywhere, including the seats, centre console, dashboard, pillars and headliner.”
The colour, Darren tells us, is not red but Burnt Sienna Spice, a sort of orangey-brown hue that just happens to look very red in pictures but is awesome nevertheless. However, simply retrimming his entire interior wasn’t enough for a man like Darren and he’s gone all-out in here. The rear seats are now heated and there’s a rather sexy Italvolanti Formal steering wheel along with new old stock factory switches and custommade chrome door lock pulls: “I added 2000 E38 7 Series Sport Contour heated front seats, an E38 factory homelink, E38 PDC, completely keyless ignition with push button start/stop, and iPhone app control for remote start.”
To drown out those ghost cows, the speakers have been upgraded to Harman Kardon items and there’s a Kenwood head unit supplying the soundtrack to E23 life. “All switches are housed in a custom panel that I made along with the V2 controller for the air-ride. The sound system has all-new wiring to each of the Harmon Kardon speakers as well as the head unit. I have done absolutely everything inside the interior myself by hand – leather, electrical and sound etc. The biggest issue I had was learning to sew leather seats and console parts and understanding BMW’s technique, all while not wasting the limited amount of leather I had to do everything”, he laughs.
The ample boot houses the twin compressors and single matt black air tank, complete with chrome L7 emblem, mounted on snazzy custom wood flooring. The work that’s gone into creating this interior is really exceptional and the end result is utterly spectacular, the sort of interior you dream of doing. It’s what the cows would have wanted…
The M30 nestling under the bonnet is a great engine that really suits the nature of the L7 and Darren is in full agreement there. “I really enjoy the M30’s subtle grunt and its great sewing machine noise while idling,” he says with a smile. While there are no plans to swap or change anything under the bonnet, he has carried out some work on the big six to ensure it’s operating at its very best. “The engine has simply been rebuilt and the internals have been set to factory specifications,” he explains. “I added a Dinan chip, M62TU injectors and an aftermarket fuel pressure regulator and ignition parts. After I converted to the M62TU injectors the car started to run rich, so I had to add an uprated MSD coil and build my own MSD spark plug wires so I could run more spark through the thicker wires to the late style Bosch Platinum 4 spark plugs.”
Three years of work have resulted in Darren creating a marvellous machine and it has not only been a journey of discovery but a learning experience too and, if you can come out of a build having created a stunning car and are now able to trim an entire interior, well, that’s a job well done as far as we’re concerned.
So complete is Darren’s L7, in fact, that the only thing left on his ‘to do’ list is a complete respray in Moonstone metallic, which is silver with a dash of pale frosty blue, that he says will happen eventually. But whilst this project may be all but complete it certainly won’t be his last. This is no surprise; what is a surprise is that his next build won’t be a 7 Series, with Darren fully committed to adding an E3 saloon, aka Bavaria, to his collection. Though really it’s a 7 Series in everything but name, being as it is the E23’s predecessor. While he hunts for one, though, Darren can enjoy the fruit of his labours and when that fruit is an L7, there’s a whole lot of enjoyment to be doing…
TECHNICAL DATA FILE Air-ride #BMW-E23 / #BMW-L7 / #BMW-L7-E23 / #BMW / #BMW-7-Series / #BMW-7-Series-E23 / #M30 / #BMW-M30 / #Pro-Tuning-Lab / #BMW-7-Series-L7 / #1979 / #BMW-E23-Air-ride
ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B34 , fully rebuilt with all new parts and gaskets, rebuilt cooling system, #Pro-Tuning-Lab fuel pressure regulator, #MSD ignition coils, MSD 9mm wires, M62TU injectors, #Dinan Chip, brand-new factory full two-piece exhaust system and Silverline tips, four-speed automatic gearbox
CHASSIS 8x17” (front) and 9x17” (rear) Impul Silhouette wheels with 205/40 (front) and 215/40 (rear) Falken tyres, custom built #Air-Lift air-ride suspension, #Air-Lift-V2 management system, #Powerflex polyurethane bushes, factory BMW steering parts, Bavarian-Automotive strut brace
EXTERIOR E38 front bumper, Euro front shark nose, Euro rear bumper, Euro rear quarter trim, new old stock Formuling Wind Splitters, Hella yellow French foglights in factory high beam location, bi-xenon high/low beams in main beam housings, xenon bulbs in the foglight housings, early E23 factory chrome mirrors
INTERIOR Complete interior tear down and makeover in Burnt Sienna Spice leather on centre console, dashboard, A/B/C pillars, rear parcel shelf, front seats, rear seats, headlining, sunroof panel, doorcards, door arm rest pulls, glovebox, driver lower dash, new old stock Italvolanti Formal steering wheel, E38 Contour front seats, heated rear seat kit, Harman Kardon speakers, Kenwood head unit, new old stock factory switches and custom-made chrome door lock pulls, E38 factory front under seat fuse panel placed in boot for air-ride system, custom wood flooring in boot, twin compressors, single air tank, E38 boot cargo net and rubber grips, re-wrapped leather bootlid liner to match the interior
THANKS Firstly a big thank you to Stephen Sayer for bringing the L7 into my life, as well as connecting me with the air-ride system, Italvolanti (through Rennstall), and the Impul Silhouettes, Timothy Polljonker at Bavarian Retro Classics for the hookup on difficult to find Euro trim pieces, Jason McAllister for, once again, bringing his amazing skills to the paint and bright work, Mark and Carlson for helping me grab and store the E38 front seats, my wife, Alyssa, for dealing with my late nights cutting out leather for the interior, and my mother in law Janet for helping me learn to sew complicated patterns
“I really enjoy the M30’s subtle grunt and its great sewing machine noise while idling”
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