- Post is under moderationNUMBER CRUNCHING 1040whp turbo E36 M3
We see a lot of modified cars here at PBMW but a 1000hp E36 M3 is something that never fails to impress… Words: Elizabeth de Latour. Photos: Andreas Wibstad.
They say that you shouldn’t chase numbers when building a car. You should build a car that will drive well and suit your needs rather than delivering big peak power but becoming undriveable in the process. Of course, if you happen to be building a car where big power is your need, then why not aim high and punch through the 1000hp barrier? It’s the sensible thing to do.
If we told you that Ole Ivar Seem, the owner of this E36, comes from Norway you probably wouldn’t be surprised because it would seem that Scandinavians have a predisposition for building stupidly powerful cars. And, unlike those of us having to find time during evenings and weekends to work on our cars due to our 9-5s taking up the vast majority of our time, Ole works on offshore oil platforms, which means he works hard but then has plenty of time to play hard when he’s back on dry land. And play hard he does.
Funnily enough Ole says that while he’d always liked BMWs he didn’t become properly interested in them until about 2003, when Vidar Strand from V.S Motor hit 1000hp with his E34 M5. That got his attention and got him thinking about the possibilities of what could be achieved with a BMW. And judging by one of his previous projects – a 426hp Sierra Cosworth, which was featured in our ex-sister title Performance Ford back in 2003 – it was clear that unless big power could be achieved Ole wasn’t interested. Of course, his first #BMW project was never going to make anywhere near that power output, being as it was an ’1986 E30 320i, but then again Ole only bought it for a bit of winter fun and threw a few mods at it. However, it started the sequence of events that mean we’re now standing here today with his 1000hp E36 M3.
With the Cosworth sold and a lump sum burning a hole in his pocket, Ole cast his car-catching net to see what he could snag. That’s when he came across this M3. “I found the car on a BMW forum here in Norway,” he explains. “It was a virtually completed street build with lots of good parts but that looked completely stock on the outside. Initially the plan was really to run with the parts that were on it but a thought crossed my mind about building a car for Gatebil Extreme [Gatebil’s own time attack and racing series]. After driving the car for a bit back in summer 2008, I got problems with water in the oil, leaking between the pyramid rings and water channels. So the real story of the car and engine you see today started when I picked up the phone to Vidar at V.S Motor.
“The motor building began with solving the problem of water in the oil. Vidar had a separate patent which, in principle, removes the head gasket and uses rings in a special metal. Vidar also fitted new custom cams from V.S Motor, new custom V.S Motor pistons, uprated Pauter con rods built to V.S Motor’s specifications, stainless steel valves, tighter valve springs and he did a general update of the whole engine. He then put it on the dyno bench at V.S to get it mapped properly. With it running perfectly we went for a power run and it made 772hp and 723lb ft of torque at 1.3bar, but tremendous back pressure on the exhaust side prevented any more power. The problem was an exhaust manifold that was not quite optimal and a Turbonetics turbo that was completely the wrong setup. I drove the rest of the summer and next spring running this setup but I was bothered by the fact that it did not deliver optimally when I knew I could get much more from the engine.
“After a few more conversations with Vidar we agreed that he should build a new manifold and a new turbo, then test it. The engine was ready in April 2011. This tested Vidar’s patience to the limit as it’s really cramped around the engine for building a manifold. You really need a lot of space. I think someone would have to pay him a lot of money to do this again!” laughs Ole. “On test day the engine really stood up to our demands, and on E85 fuel it delivered 1039hp and 817lb ft of torque at 2.1bar. You can say we were delighted with it.” And who wouldn’t be with over 1000hp on tap? But Ole and Vidar weren’t finished with the engine just yet. “In summer of last year we found out that we were going to start with new fuel as E85 was phased out from petrol stations in Norway, so we chose to use the Ignite E98 race ethanol fuel that Vidar sells.
We counted on a power increase so in July 2015, before going to the E30 meet in Rudskogen. I went with Vidar to Jonus Racing to run the car on the dyno. After roughly four to five hours of fine-tuning, the numbers that it put down really made our eyes pop! We got 1040whp and 855lb ft wheel torque which, when converted to power at the crank, becomes 1196hp and 959lb ft at 2.2bar. It goes without saying that were extremely pleased with this outcome,” smiles Ole.
We would be too. That’s an absolutely monstrous amount of power, especially considering he’s still running the 3.0-litre S50. That works out at 399hp per litre; that’s like the E39 M5, with its 4.9-litre V8, making all of its power from a 1.0-litre engine, which is a bit mental when you break it down like that. As far as engine spec is concerned, we simply haven’t got the space to go through all of it here, just take a look at the spec list and you’ll see it’s exactly as long as you would expect it to be on a powerful engine like this. Highlights include the Precision billet 7675 turbo – such a key part of this incredible build, adjustable cam pulleys, a Tial 60mm wastegate, 4.5” downpipe, 3.5” Edgeperformance exhaust, ARP bolts, a 26-row oil cooler, custom header tank, Griffin radiator, custom 6” thick intercooler, 580lph Aeromotive lift pump, twin A1000 fuel pumps, and a set of six absolutely ridiculous 1699cc flow matched fuel injectors. All of which is really just scratching the surface. It’s as heavy-duty a build as you can imagine.
You can’t just make a 1000hp engine, stuff it into an E36 M3 and hope for the best because things would go south in a big way almost immediately. You need to put in just as much work on the transmission and chassis fronts to make sure everything works in perfect harmony. There’s no messing about when it comes to the gearbox on this car, with Ole fitting a Sellholm MPG sequential ’box made specifically for this car and combined with a Tilton 7.25” threeplate, 26 spline rally clutch and Alcon hydraulic release bearing. A 3” chromoly propshaft rated to 1500hp delivers all that turbocharged power to a modified 210 diff from a 3.2 M3 sitting on reinforced mounts, and a pair of 38mm driveshafts.
As for the suspension, well, we’ll let Ole explain: “Everything under the car is solid mounted or uses aluminium uni ball components. I run custom road coilovers from Sellholm Tuning made specifically for the weight of the car and supporting chassis mods. These include: Sellholm Tuning front and rear fully adjustable blade anti-roll bars; custom front suspension turrets and custom adjustable top mounts; Turner Motorsport aluminium bushes and rear lower control arms; and PeeBee Motorsport adjustable rear upper control arms.
“When it came to choosing the parts, Vidar knew exactly what was required, having been involved in so many builds, not to mention his racing experience. I trust him 100% and he is the man to talk to when one is stuck with ideas or problems, although these phone calls can be expensive. That’s how I ended up with the sequential gearbox!” With over 1000hp on tap, you need some seriously big brakes to haul the E36 down from the sort of speed it can achieve, and Ole hasn’t cut any corners here. Up front, eight piston K-Sport calipers have been fitted, clamping 355mm discs, while at the rear sit six-pot calipers with 330mm discs and EBC’s BlueStuff track day pads have been fitted all-round. Wheel choice was guided by necessity rather than aesthetics, as you’d expect on a build like this. “The choice of rims came after lots of searching on forums and chatting with acquaintances in the racing world. To make most of the rubber on the ground, without extending the arches or anything like that, the wheels had to be lightweight, withstand a lot punishment and with widths matching the chassis. I chose the Apex EC-7 as there were really no other wheels that matched the car. They fitted well with the look that I had in mind for the car.”
The tough, lightweight wheels measure 9x18” up front and 9.5x18” at the rear and are mounted on the car via a set of NMS Racing 75mm studs.
Just by glancing at the outside of this E36 you’d really be hard pressed to tell what’s going on beneath the surface as Ole has kept everything looking extremely stock. “My goal has always been to retain the original lines that I like so much,” he says. “Generally original but sassy, a look with a little more muscle. There’s a fully removable carbon bonnet, a carbon sunroof blank and the only change to the body itself is that the rear wheel arches have been rolled.”
Of course, the interior is another matter entirely and there was only ever going to be one direction to take it in. “The choice was easy,” says Ole. “It should be for racing! It had to be as light as possible and, ideally, with parts that no one else in Norway or Europe had tried before. Plenty of time went into building the roll-cage, which was done by a colleague and myself with Vidar providing all the technical information. It is made from about 80 metres of chromoly 4130 tubes and has been built down towards the chassis to really get it rigid, to the suspension turrets, to the diff and many other reinforcements against the chassis, which you can’t see in the pictures. In reality it is a tubular frame inside the car.”
Beyond that there’s a QSP steering wheel mounted on a Sparco Group N quick-release steering boss, Cobra Suzuka seats with six-point harnesses and a Racepak UDX data logger dash with auxiliary Autometer gauges. To keep things as light as possible, the car has been fitted with ACM carbon fibre doorcards and even a carbon firewall, carbon dash and carbon centre console while the boot is home to fuel system, with a 60-litre Aeromotive aluminium fuel cell and aluminium swirl pot.
After a hell of a lot of planning and almost seven years of work, it’s unsurprising that the end result was so damn spectacular.
What is surprising, though, is that Ole sold the car not long ago but, he says, it’s gone to a man who really knows what he’s doing so it’s in good hands and will be used as intended by its new owner.
So, what’s next for Ole? Time to give up the modifying game and relax with pipe and slippers watching gardening programmes? In a word, no. “I already have plans going around in my brain but one thing is for sure, it gets wilder!” he exclaims. “This car will probably take a few years to finish. And I have a problem: I’m never satisfied until I have spent a lot of time on everything from planning to execution, so those who wait will see. The rest is a huge secret,” he adds with a grin. We’re instantly as excited as he is. Judging by his track record, it’s going to be something special.
Interior is slathered in sexy carbon panels.
Apex EC-7 wheels were chosen as they’re light and tough; massive eight-pot K-Sport calipers sit up front with six-pots at the rear.
That’s what you need for 1000hp. S50B30 has been fully built and features massive Precision 7675 turbo.
“My goal has always been to retain the original lines I like so much”
TECHNICAL DATA FILE Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #S50B30 / #S50 / #BMW-S50 / #V.S-Motor / #BMW-3-Series-Coupe-E36 / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series / #Precision / #Precision-7675-turbo / #Autronic / #Sellholm / #Aeromotive / #BMW-M3-V.S-Motor / #BMW-M3-V.S-Motor-E36 / #Pauter-Motorsport /
ENGINE 3.0-litre straight-six #S50B30, #Autronic-SM4 , MSD coil packs, #Autronic boost solenoid, V.S Motor custom exhaust manifold, #Precision-billet-7675-turbo , Edgeperformance Vanos block-off kit, adjustable cam pulleys, Tial 60mm wastegate, V.S Motor 4.5” downpipe, Edgeperformance 3.5” stainless steel exhaust, #Tial 50mm BOV, #ARP bolts throughout, Pauter Motorsport H-rods, V.S Motor spec valve springs, V.S Motor spec custom cams, JE custom pistons built to V.S Motor spec, original intake manifold modified for forced induction, Samco intake hose, head and block modified to remove head gasket, special head gasket replacement rings designed by V.S Motor, Turner Motorsport oil cooler hoses, Earl’s 26-row oil cooler, #GS-Performance oil distribution block, #Griffin aluminium radiator, AN-20 fittings, custom header tank, custom three-litre oil catch tank with AN-16 fittings, 2x12” Flex-a-Lite fans, V.S Motor design Precision bespoke 6” thick intercooler, Aeromotive fuel pressure regulator, 19-row Ethanol cooler with 10” fan, Edgeperformance fuel rail, 6x flow matched 1699cc E85 injectors, VEMS wide band lambda sensor and EGT
POWER AND TORQUE 1040whp and 855lb ft wheel torque at 2.2bar
TRANSMISSION #Sellholm-MPG sequential gearbox, #Tilton 7.25” three-plate 26-spline rally clutch, #Alcon hydraulic release bearing, 1500hp 3” chromoly custom propshaft, M3 3.2 210 diff modified by V.S Motor, 38mm drive shafts, reinforced diff mounts and suspension attached to roll-cage, Omega gearbox/diff oil
CHASSIS 9x18” (front) and 9.5x18” (rear) #Apex-EC-7 wheels with 255/35 (front) and 265/35 (rear) #Nankang Sportnex NS-2R tyres mounted on 75mm #NMS-Racing studs, custom Sellholm asphalt coilovers, #Sellholm adjustable suspension turrets, custom top mounts, Sellholm fully adjustable blade anti-roll bars (front and rear), Turner Motorsport aluminium trailing arm bushes, aluminium front control arm bushes, #PeeBee-Motorsport adjustable upper rear control arms, #Turner-Motorsport adjustable lower rear control arms, aluminium diff bushes, K-Sport eight-piston calipers with 355x32mm discs (front), #K-Sport six-piston calipers with 330x32mm discs (rear), #EBC BlueStuff pads (front and rear)
EXTERIOR Removable ACM carbon race bonnet, carbon sunroof blank, rear arches rolled
INTERIOR Full chromoly 4130 roll-cage connected to suspension turrets, diff and throughout the chassis, QSP steering wheel with #Sparco Group N quick-release steering wheel boss, OBP pedalbox, Sellholm hydraulic handbrake, Cobra Suzuka seats with six-point 3” harnesses, Racepak UDX dash data logger, Autometer Sport-Comp gauges for oil pressure, oil temperature, boost pressure, fuel level and water temperature, OMP 4.24-litre central fire extinguisher, ACM carbon doorcards, carbon fibre firewall, complete carbon dash and carbon DTM centre console, Fibervac carbon panels, 580lph Aeromotive SS series lift pump, 2x Aeromotive A1000 fuel pumps, Aeromotive fuel filter/holder, Aeromotive 60-litre aluminium fuel cell, aluminium swirl pot, Earl’s fittings and hoses
THANKS An extremely big thanks to Vidar Strand at V.S Motor, without him this car would not have been possible, he has always been cheerful and helpful no matter what time I’ve called. Thanks also to Robin, Kay Ove, Stig P, Kurt Magnar, Kjell Inge, Jørgen, Terje, and Thomas at EdgeperformanceStream item published successfully. Item will now be visible on your stream.
- Post is under moderationNEED FOR SWEDE #BMW-M5
It’s a fast E34 from Sweden so we make no apologies for that title… and with a massive 886whp courtesy of its equally massive turbo, this really is one fast and furious M5. If you go down to the woods today, you’re sure of a big surprise… because there’s an 886whp turbo E34 M5 doing massive burnouts in it. Words: Elizabeth de Latour. Photos: Patrick Karlsson.
If there’s one thing you can always count on from Scandinavia it’s a regular supply of suitably insane, massively powerful, forced induction BMWs. The Scandinavians seem to love BMs, with good reason obviously, and the only thing they seem to love even more is strapping massive turbochargers to them and then going mental with them in the vast Nordic wilderness. This, as far as we’re concerned, is most definitely a good way to spend your time and we heartily applaud anyone indulging in this sort of tomfoolery… like Mikael Dahlbom, for example.
The 22-year-old Swedish truck driver is most definitely a BMW fan, his first being an E36 320i, which he still owns. This was joined by an E46 328i and this monstrous E34 M5. Young Mikael has been interested in BMWs since he was a tender 17, although his car history is not exclusively Bavarian. His first car was a Volvo 240 which is a) to be expected and b) pretty cool… but not as cool as owning an E34 M5 with a honking great turbo strapped to it, we reckon.
Looking at the spec on this car, you might be thinking that Mikael is a seasoned tuning pro, even at such a young age, but in fact this is his first full-on modified project, having never done anything more than suspension and wheels on previous cars. To crank out such a beast on his first attempt deserves credit for sure. It seems like the whole process was relatively spontaneous – the M5 belonged to his brother, so there was no big search to find his perfect project car.
He bought it when the engine went pop and his brother wanted to get rid of it. “My plan was to rebuild the whole engine, install a small turbo and go and burn some rubber,” Mikael says with refreshing honesty and admirable matter-of-factness. And that’s exactly what he did, although we suspect the Swedish definition of a ‘small turbo’ might be open to interpretation…
Let’s get one thing straight here: this car is all engine. The exterior is stock, bar the retro Euro yellow painted fogs and high beams. The wheels are reps (which Mikael’s brother put on, so we can forgive him) and the interior is basically stock, too. Yes, there’s a tall, knurled gear knob attached to the short-shift kit and an Android tablet that acts as a display for the MaxxECU readouts but beyond that it’s straight-up E34 M5. At least it is until you open the boot but we’ll get onto that later…
We’d say Mikael’s E34 is the opposite of the vast majority of builds we tend to see, where people have put a lot of effort, all their effort in fact, into the styling and presentation of their cars, getting the stance and fitment right, the styling spot-on etc but have left their engines bone stock. This, however, is the anti-show car; there’s no airride, no massive wheels, no ICE install, just pure, unadulterated performance and that’s just fine with us.
The engine, then, is the dominating force and the centre point of the entire build and it’s as impressive as you’d expect, even if some of its ‘M-ness’ has been diluted in the process. “The engine uses an M30B35 block,” says Mikael, “which has been bored and stroked to take it up to 3.6-litres. I fitted new bearings, a balanced 3.8 crankshaft, Pro H-beam con rods and forged pistons with heavy-duty piston pins, while the head has Mira machined valve seats, turbo valves and a Cooper ring head gasket.”
All this work enabled the fitment of a suitably massive turbo. The item in question is a Precision 7675 turbo, rated for 1200hp, and Mikael is making full use of its capabilities. It sits on a PPF exhaust manifold, fed by a BMC dual cone air filter with a front-mount intercooler that’s just visible through the lower slats of the front bumper, passing air into the stock intake manifold. There’s also a PPF 75mm BOV and a Nuke Performance Blackline vacuum station, which lets you connect up numerous components to the manifold without having countless hoses draped across the engine bay.
The exhaust system, meanwhile, is as subtle as the rest of the car, comprising a three-inch system with a single, stubby round tip hidden beneath the rear bumper. Remember us talking about the boot a little earlier on? Well, it’s definitely not your common-or-garden E34 boot as it is home to the extensive fuel system, mounted on a wooden floor. Hidden beneath the bootlid is the extremely comprehensive fuel setup comprising a fuel cell, catch tank, two DeatschWerks DW350iL fuel pumps and two Nuke Blackline filters, which is all hooked up to the Nuke fuel rail and FPR under the bonnet with Precision 1260cc injectors running at 3bar.
This M5 is running some seriously heavyduty hardware throughout and it all adds up to some serious numbers, namely 886whp and 762lb ft of torque at the wheels, which means it’s going to be nudging past the 1000hp mark at the flywheel – an awesome amount of power to have at your disposal. Looking at the dyno graphs, we wager it’s one hell of a wild ride, too. At 4000rpm the engine makes just over 200whp but just 1000rpm later it’s making over 600whp. That means going from the sort of peak power you’d get from an E46 330i to more power than any production BMW, ever, in the space of just 1000rpm. This must be an incredible experience and one that requires a delicate right foot so as not to vaporise the rear tyres. Or a heavy one to do just that. Mikael has done very little in terms of helping the E34 to deploy all that power but then he did say his aim was to burn some rubber.
Speaking of which, the wheels measure 8.5” and 9.5” wide front and rear respectively but with 235 tyres at the back there’s not a whole lot of rubber to hold onto the road. As a result, massive burnouts are never more than a flex of the right ankle away. XYZ coilovers with 30-way damping adjustment have been fitted to allow for a drop and to sharpen up the handling, as Mikael is planning on venturing out on track with his M5.
As the transmission has so much to cope with, Mikael has again focused his attention here. As a result, the gearbox is a six-speed manual from an E60 530d mated to a Sachs 765 clutch cover and a six-puck sintered clutch, while the propshaft comes from an E60 M5. Mikael has retained the stock diff and final drive.
It took Mikael just nine months to go from broken E34 M5 to 1000hp monster and he’s clearly caught the bug as he’s already got another project on the go – the E46 328i we mentioned at the start, which will be transformed into a drift car. As for the E34, Mikael has no further plans for it other than to head into the forests and have some serious fun.
DATA FILE #BMW Turbo E34 M5 / #BMW-E34 / #BMW-M5-E34 / #BMW-E34-Turbo / #Precision
ENGINE #M30B5 / #M30 / #BMW-M30 / block, resurfaced, new bearings, bored to 3.6-litres, balanced 3.8 crankshaft, #Pro-H-beam con rods, forged pistons with heavy-duty piston pins, S38B38 head, #Mira machined valve seats, turbo valves, #Cooper ring head gasket, S38 intake manifold, #PPF turbo exhaust manifold, #Precision-7675-turbo , #PPF 75mm BOV, 3” stainless steel exhaust turbo-back, two-piece 3” stainless mufflers, FMIC , Audi 115F ignition coils, #Nuke-Blackline vacuum station, fuel rail, fuel pressure regulator, #Precision-1260cc fuel injectors running at 3bar. 886whp, 762lb ft wtq.
TRANSMISSION E60 530d six-speed manual gearbox, Sachs-765 clutch cover plate, six-puck sintered clutch, E60 M5 propshaft, original final drive.
CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-Le-Mans replicas with 215/40 (front) and 235/40 (rear) tyres, #XYZ coilovers with 30-way damping adjustment.
EXTERIOR Yellow tinted high beams and foglights.
INTERIOR Knurled gear knob, Android tablet for #MaxxECU readout, fuel system in boot with fuel cell, catchtank, x2 #Deatschwerks-DW350iL fuel pumps, x2 #Nuke-Blackline fuel filters, Nuke Blackline Y-connector.
My plan was to rebuild the whole engine, install a turbo and go and burn rubber Mikael Dahlbom.
This M5 is running some seriously heavy-duty hardware throughout Elizabeth de Latour.
The engine is the dominating force and the centre point of the build Elizabeth de Latour.Stream item published successfully. Item will now be visible on your stream.