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    M5 E60 at rock bottom / #BMW-M5 / #BMW-M5-E60 / #BMW-E60 / #BMW-5-Series / #BMW-5-Series-E60 / #BMW
    COST NEW £66k
    VALUE NOW £15k

    Bet you didn’t you know you can buy a #V10 #BMW-M5 for less than £20k. BMW’s 2005 to 2010 E60 500bhp super saloon has hit the bottom of its depreciation curve and I think it’s headed for future greatness. Brutally unhinged, the fourth-generation M5 is the fastest and most refined of them all and good for an unlimited 204mph – plus 0-124mph takes 15 seconds and 60mph comes up in just 4.5.

    But the V10’s future stature isn’t just about numbers. Not having electronic power steering or BMW’s horrid hard-riding run-flat tyres means this M5 has incredible handling poise and near-perfect controllability. The torque doesn’t arrive in wild lumps like the previous V8 but comes in a precise and manageable flow. Running on Continental Sport tyres the grip is huge, allowing minute steering corrections with balletic precision. This is one of the best drift cars ever.

    Sports and Prestige in Bath has a 2005 in blue with 61k and FBMWSH for £15,995 while Boss Motors in Birmingham has a 50k 2008 in red, also with full history, for £19,950. And let’s not forget there will never be another V10 M5 – the current legislative climate in Europe will never allow such defiant excess – so the E60 is an end-of-an-era BMW, the pinnacle of every M Series model that came before. It has the world’s most powerful automotive ECU, three-stage electronic damping, seven-speed SMG ‘box, launch control, 11 different transmission settings and even a stainless steel exhaust. And that V10 is simply glorious. Start it up and the ECU limits the engine to 400bhp, but hit the M power button, boot the throttle and the floodgates open, letting an extra 100 horses thunder through the drivetrain.

    The auto-only #SMG gearbox (only the US got a manual option) isn’t as quick-witted as Audi’s DSG but shift by paddles and the changes are fast enough. The encyclopedia of steering, suspension and gearbox toys available gives a level of refinement control that you’ll never experience in any other car. Compared to the £70-100k you’d now need to buy a low-mileage first generation M5 the E60 is incredible value. This is the classic case (if you’ll pardon the pun) that older doesn’t always mean better. The E60 is the M5 to have. It’s the world’s only V10 200mph saloon that’s now available for the price of a new Fiesta 1.0-litre. Just don’t leave it too long before deciding to buy one.
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    Utterly insane twin-supercharged V10 1 Series will rock your world

    Twin-supercharged V10 1 Series

    Does a 1 Series need a V10? No. Does it also need twin supercharges? No. This 1 Series has both those things. Deal with it. Words: Elizabeth de Latour. Photos: Speedyshots.

    We’ve had some pretty wild 1 Series feature cars in #PBMW over the past 12 months but we figured we’d save the best for last and go out with a bang, this being the final issue of 2016 and all. And bangs don’t come much bigger than a twin-supercharged V10 1 Series. Merry Christmas everybody. In south eastern Germany, a couple of hours drive out of Munich, lies the small town of Geiselhöring. There’s a railway station, timber yard, a pizzeria, and a supermarket; it takes a few minutes to drive from one end of town through to the other and out into the German countryside. It’s a pretty town with some lovely old architecture and you might catch a glimpse of it through your car window as you drive through Geiselhöring on your way to somewhere else. But this unassuming German town has a secret. I know this because, years ago, I travelled there for a festival of E30 M3s and discovered the secret for myself.

    Once upon a time, many, many years ago, a man named Karl Jungmayer, a man with passion for cars, for racing and especially for BMWs, established a #BMW garage which quickly gained a reputation for excellent service and superior BMW know-how. In time his son, Karl Junior, joined the family business and then his son, also named Karl, followed in the footsteps of both his father and grandfather and became part of the family’s rich BMW history and tradition. For a time, all three generations of Jungmayers, three men named Karl, were able to enjoy their love for BMW together, with Karl Sr. having amassed a spectacular collection of classic BMWs over the years and Karl Jr. adding to it with a burgeoning collection of his own. Sadly, time did what it does and Karl Sr. passed away a few years ago and, tragically, earlier in 2016, Karl Jr. lost his father after a long battle with illness. At 25 he is now the owner of his own workshop, a huge responsibility at a young age, but he also just so happens to be a BMW Master Technician. One glance at the cars he’s built for himself tells you this is a man who not only lives and breaths BMW but who also has the serious technical expertise to build a car as spectacular and utterly unhinged as this 1 Series.

    “I had a plan,” says Karl as we try to work out in what universe building this car seemed like a reasonable thing to do. “I wanted to take the smallest car from BMW, the 1 Series, and fit it with the biggest engine, the legendary S85 V10.” Simple. That would really be enough for most people, and we could wrap up the feature right about here, but for Karl that was just the tip of a very large V10-powered iceberg. “We made this little monster,” he says, gesturing at the five-door E87 1 Series that was chosen for the transplant, “but with 507hp it was not enough.” Sorry, we have to just pause there for a moment. 507hp really is enough. It was enough in the E60 M5. It was enough in the E63 M6. And it would have most definitely been enough in a small, light 1 Series hatchback. But we’re clearly in the wrong, here. So, if 507hp isn’t enough, what do you do about it? “When I saw the #G-Power-Bi-Kompressor kit I knew I needed it,” grins Karl. Yeah, that’ll do it. What you have to realise is that we’ve skipped over the six months’ worth of weekends that it took to fit the V10 into what started life as a 120d, with an absolutely vast amount of work required to make it fit. All that work was carried out under Karl’s company, #KJ-Performance . Karl says that the steering, sump, exhaust manifolds and drive belts all had to be modified, along with a lot more besides. Be under no illusion that this was anything less than a Herculean engineering task. You have to take our word for it that there’s even a V10 in the engine bay because you can’t actually see it. Bonnet off, it’s all about the superchargers. Supercharges. Two superchargers. They’re not small, either; a pair of ASA T1-313s, each one measuring over 20cm in diameter and weighing 5.5kg, each one rated up to 420hp. These are serious pieces of kit and they dominate the engine bay. And then there’s the massive chargecooler setup mounted on top of the engine and the stuff you can’t see, like the uprated injectors and completely custom exhaust system. And, of course, you can’t fit an S85 V10 with just any old gearbox, the two choices being the ZF Type G six-speed manual, as available in the US and Canada, or the seven-speed SMG III. Here Karl has opted for the latter, with SMG not only being better suited to the S85 but it’s also a far more impressive technical achievement to see this transmission mounted in a 1 Series.

    Strapping two superchargers to a V10 and then stuffing it all under the bonnet of a 1 Series is all well and good but what you’ve got now is a 120d with hundreds of horsepower that it was never designed to deal with in the first place. You need to get your chassis and transmission well and truly sorted or you’re going to have a pretty bad time. So, what did Karl do? Well you may or may not have noticed that the front and rear arches of this 1 Series are ever so slightly wider than on an ordinary 120d, 1cm at the front and 2.5cm at the rear, and that’s because the car’s been fitted with the front and rear axles from an E92 M3, brakes, suspension, the lot, along with an uprated front anti-roll bar, which means this 1 Series now has a fighting chance when trying to cope with the vast amounts of power and torque being churned out by the engine.

    Of course, building a monstrously powerful 1 Series doesn’t have to be all business and ensuring that a car like this looks as good as it goes is just as important as what’s under the bonnet. Karl’s definitely kept things subtle on the styling front, hinting that there’s something going on beneath the surface of this 1 Series but without shouting about what it’s capable of.

    The more aggressive front bumper is from an E82 135i Coupé, enhanced with the addition of a carbon fibre splitter. At the rear the roof spoiler comes from BMW’s aero kit and the single tailpipe definitely isn’t giving the game away. The only exterior modifications that let you know that this 1 Series is not to be messed with are the V10 badges beneath the side repeaters and the holes in the bonnet which have been covered with mesh and which sit right above each of the superchargers, helping to keep them cool. The wheels are #BBS-CH -Rs, 8x19” up front and 9.5x19” at the rear, and they look really good on the 1 Series, both in terms of style and size.

    The interior hasn’t been forgotten about and there’s plenty to get excited about here. Clearly not content with fitting M3 axles, Karl decided to fit the front seats from an E90 M3, along with a DCT steering wheel, the paddles ready to be integrated with the SMG gearbox. The SMG gear selector looks like it could have been factory-fitted while the iDrive now allows Karl to configure the SMG’s shift programme and the engine’s power mode, while the instruments are a custom combination of 120d and E92 M3 elements, with the gear selection displayed in the middle of the cluster.

    This 1 Series is an absolute masterpiece of engineering and an incredible achievement. The engine swap alone is mind-boggling and that’s before you factor in the superchargers and making it all work, and the SMG, and the M3 underpinnings. It’s a mesmerising machine and one that delivers on every level. No aspect of the car has been overlooked; it’s a performance #BMW through and through. Of course, it comes as no surprise to learn that a man who deemed a 507hp V10 to be insufficient for his 1 Series project is still not satisfied. “We need a new exhaust system for more power and we need more boost,” he says. Seriously!

    Engine bay is dominated by the twin chargecoolers, with the V10 somewhere beneath them, and those massive twin superchargers.

    DATA FILE #Twin-supercharged-V10 / #BMW-E87 / #BMW-1-Series / #BMW-1-Series-E87 / #BMW / #BMW-1-Series-V10 / #BMW-E87-V10 / #G-Power / #SMG / #BBS

    ENGINE AND TRANSMISSION 5.0-litre #V10 #S85B50 / #S85 / #BMW-S85 , modified steering, sump, exhaust manifolds, drive belts, #G-Power-SK-III-RS-Bi-Kompressor kit with twin #ASA-T1-313 superchargers and twin chargecoolers, M550d intercooler, uprated injectors, custom exhaust system with single tailpipe, seven-speed #SMG-III gearbox

    POWER 750hp, 530lb ft of torque

    CHASSIS 8x19” ET40 (front) and 9.5x19” ET35 (rear) #BBS-CH-R wheels with 225/35 (front) and 255/30 (rear) Continental ContiSportContact 5P tyres, complete axles with brakes and suspension from E92 M3 (front and rear), uprated front anti-roll bar

    EXTERIOR E82 #BMW-135i / front bumper, carbon front splitter, custom vented bonnet with mesh inserts, BMW aero kit rear spoiler, arches widened by 1cm (front) and 2.5cm (rear)

    INTERIOR E90 M3 front seats and DCT steering wheel, SMG gear selector, custom instrument cluster

    “I wanted to take the smallest car from BMW and fit it with the largest engine”

    Dash is a mix of 120d and E92 M3, while iDrive display allows configuration of engine and transmission

    “We made this little monster…but 507hp was not enough”
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    This E46 M3, finished in lush Mora metallic, combines killer looks with stunning attention to detail. With tough looks and some choice mods, this tasty E46 M3 is a fighting fit performance machine. Words: Elizabeth de Latour. Photos: Sunny Ryait.

    The E46 M3 is an incredibly versatile machine when it comes to modifying. Just a few well-thought- out additions can make its already handsome looks even better, as demonstrated by this one for example. It belongs to Steve Smith, Captain Steve Smith, who has created a magnificent machine executed with the sort of precision and attention to detail that you’d expect from a military man.

    If you’re a car show regular then you’ll no doubt have seen Steve’s purple monster about, as this is one E46 M3 that most definitely gets to go and play whenever it gets the chance. With its striking Mora metallic paintwork and exceptional engine bay, it’s not a car that can slip by unnoticed, that’s for sure. It has been quite a journey getting it to this stage with Steve, by his own admission, taking a few wrong turns along the way. However, it’s all been worthwhile as the finished article is very nice indeed.

    “My first BMW was a mint 1502 that I swapped a Hilman Super Minx for with my brother,” says Steve. “However, this was before they became cool. After that I had an E30 325i, an E34 525td and an E36 326i Sport. But the E46 M3 was the car I always wanted and I finally bought one, a lowmileage, high-spec car, six years ago. In my eyes the E46 M3 was perfect and didn’t need changing at all, however that didn’t last long. I’ve always messed around with cars, upgrading the stereo systems, changing the suspension and changing the alloys.” It was inevitable that he wouldn’t be able to leave the E46 M3 alone.

    As befits an M car, the E46 M3 has an absolute masterpiece of an engine, which is really no surprise considering where it comes from, but even an engine as mighty as the S54 can be made that bit mightier. Steve’s engine bay is an awesome sight to behold. There’s a lot to like here, including the fact that he’s truly embraced the Mora metallic and gone to town on the underbonnet colour-coding.

    We should probably have a chat about the underside of the bonnet first, before we even begin talking about the engine, and that’s because it’s got Luke Skywalker and Darth Vader having a scrap on it. Obviously. “At this stage the main engine bay modifications were all done by Dips at Custom Cars. It’s great having a good friend like Dips. I have an idea and just give it to him and he knows how to make it happen. I wanted something on the underside of the bonnet, so after he carried out a lot of cutting, grinding and sealing he then sprayed a Star Wars scene on there for me. All the rest of the main components have been colour-coded in #BMW Mora metallic.” It looks fantastic for it, too, that rich, dark purple really adding an extra visual dimension to the engine bay. It also helps that Steve keeps his engine bay unfeasibly clean.

    It’s not just a good-looking engine bay, though, as there are performance mods lurking in here, too. The engine has been treated to an Alpha-N map along with Vanos mapping and the secondary air pump has been deleted. Steve’s also carried out a resonator delete on the exhaust system and the whole lot is finished off with a Scorpion back box, a combination that gives the E46 M3 a meatier soundtrack than stock, eliminating the rasp that so many owners dislike. Steve has also tweaked the SMG gearbox, adding the rev blip function from the CSL to enhance the driving experience.

    From the moment you encounter Steve’s M3 it’s clear that this is a particularly beefy car. It looks really muscular and purposeful and that’s a result of the perfect combination of wheels, stance and styling. “I like modifications that are different to others and get people talking,” explains Steve. “Some like them, some hate them; however that’s their prerogative. The styling has also gone through various phases. The end result that I wanted was a smoothed-out look that, when you start looking around the car, you keep finding more little touches. The front splitter is a one-off carbon piece that has now been smoothed with a set of Hamann foglight covers into the bumper. The bonnet and boot have been de-badged and I’ve added ACS wing mirrors and an ACS-style rear diffuser. The boot has been totally smoothed with a tubbed CSL type lid. This started life as an OEM boot then Dips got creative and now it is actually three bootlids in one!”

    That front bumper plays a big part in giving the car a square-jawed, road-filling look, the perfectly blended lip dropping the bumper even lower to the ground and giving it a Tarmac-skimming front.

    At the back, the work on the bootlid has really paid off as it finishes off the rear end a treat, the CSL lip definitely giving the M3 a more aggressive look while the shortened numberplate recess is much cleaner. The ACS-style diffuser is very subtle, as are the Scorpion pipes, but the two go together perfectly, the former adding an extra element to the bumper while the latter looks just that little more serious than the standard exhaust pipes do.

    Currently the car is sitting on a set of HSD DT coilovers. Steve’s reason for choosing these was simple: “You can really wind them down low and they still give you some ride quality.” And he’s done just that, dropping the M3 low over those gorgeous RH splits, which fill the pumped-up arches perfectly. “Since I’ve had the car it’s gone through about five sets of wheels. The ones that I really wanted were a set of 18” Hartges. However, finding a set for sale at a reasonable price is impossible. In the end I managed to get a set of RH XD threepiece splits, 8.5” ET36 up front and 11” ET17 at the back. I think that they suit the car’s shape really well.” He’s right, the classic design is a timeless one that works really well on the E46 M3. You really can’t go wrong with three-piece splits rocking polished lips and some delicious dish.

    The interior has not been forgotten about, undergoing quite a transformation from how it looked when standard. “The interior used to be black Nappa leather. I wanted to freshen it up but still wanted the comfort of the car so I went for a Champagne interior. Elite Detail re-connolised and conditioned the leather then a Storm gear selector and a steering wheel retrim and gloss black trim finished it off,” says Steve. The Champagne leather is the perfect choice of colour to go with the Mora exterior and the combination of light-coloured hide and gloss black trim plus Mora detailing, like the steering wheel badge and multifunction panel, is really spot-on.

    But we’re not done yet as Steve is clearly a fan of big sounds and this car’s packing a suitably serious audio install. Up front there’s an Alpine TME-M740BT monitor with an Alpine VPA-B222R hub hooked up to an Alpine Intravee with Rainbow SL165 component speakers. It’s in the boot where things really get serious as there’s a hefty install packing no less than three JBL GTO1214 subs and JBL GTO 1401 and 14001 amps.

    Steve’s E46 is a cracking machine that looks great thanks to the carefully crafted styling additions, those killer wheels and the distinct colour. However Steve’s not done with it yet. “I’ve spent about five years building it up so far but I’ve got some big changes planned for the future. However they are under wraps at the moment. As for other cars, nothing really interests me out there at the moment and I could never sell the M3.” This comes as no surprise to hear. From the sound of things, both Steve and his M3 are going to be regular fixtures at car shows for many years to come, which is most definitely a good thing.

    TECHNICAL DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #S54B32 / #BMW-S54 / #S54 / #SMG-II / #SMG / #BMW-M3-SMG-II / #BMW-M3-SMG / #BMW-M3-SMG-II-E46 / #BMW-3-Series / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #BMW-3-Series-E46 /

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 , Alpha N map, secondary air pump delete, #VANOS mapping, OEM exhaust centre section with resonator delete, #Scorpion back box, six-speed SMG II gearbox, CSL SMG rev blip function

    CHASSIS 8.5x18” ET36 (front) and 11x18 ET17 (rear) RH XD three-piece splits with polished lips and 225/40 (front) and 255/35 (rear) Continental tyres, HSD DT coilovers, #Performance-Friction discs and pads (front), stock discs with EBC YellowStuff pads (rear)

    EXTERIOR Mora metallic, one-off moulded front bumper with lip and Hamann foglight covers, side repeater delete, LED side repeaters integrated into wing grilles, gloss black grilles with Mora accents, #AC-Schnitzer door mirrors, custom badges throughout, one-off bootlid with CSL spoiler and shortened numberplate recess, AC Schnitzer-style rear diffuser, rolled rear arches

    INTERIOR Champagne interior, gloss black trim including centre console, CSL engine warm-up lights on rev counter, custom gaiters, custom steering wheel from Royal Steering Wheels, custom badges, Storm Motorwerkz gear selector, Alpine TME-M740BT monitor, Alpine VPA-B222R hub, Alpine Intravee, Rainbow SL165 component speakers, 3x JBL GTO1214 subs, JBL GTO 1401 amp, JBL GTO 14001 amp

    THANKS A massive thanks to Dips at Custom Cars in Hayes for all his help and his attention to detail; I have some mad ideas and he makes them reality, he’s a true artist
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    The Re-evaluation What better way to revisit the E60 M5 that taking a 25th Anniversary model for a spin?

    Could a run out in an immaculate 25th Anniversary Edition of the E60 M5 change Mark Williams’s mind about the V10 bruiser? Words: Mark Williams Photography: Mark Williams/James Paul

    When was the last time you tried something and declared a yay or nay view only to then return some time later and reverse your opinion? It seldom, if ever, happens to me, but a recent opportunity to drive a very rare E60 M5 served not only as a chance to experience a fresh and fit S85 V10 but also to revisit a car against which I was rather cool upon first acquaintance.

    I drove an E61 M5 for October 2014’s issue of #BMW Car, and while the melding of power, poise, composure and connection was a powerful mix, especially when combined with the Touring’s practicality, something didn’t quite click during the test and I came away in awe of the S85 V10 and its epic reach, but feeling slightly short changed in that I had to really work the car in order to extract anything meaningful from it. A bit like a chocolate sundae where the good stuff is buried under four scoops of cream – by the time you’ve started the interesting layer, the moment’s gone.

    In contrast to today’s common-or-garden 30 Jahre M5 and the previous Competition Pack editions, the 25th Anniversary Edition is an extremely rare beast. Globally, for every example ever made there are around twelve 30 Jahre editions. And when was the last time you saw one of those on the road? BMW only made twenty-seven 25th Anniversary Editions (24 E60s and 3 E61s), only eleven of which exist in right-hand drive. One of those defected to Australia upon leaving the factory, which means that only ten of these machines exist in this country, assuming none have since been exported. So as rare M5s go, you’re looking at the definitive article. And thanks to the affable chaps at James Paul it’s mine for an entire afternoon. 29k miles, immaculate, and sitting here in front of me, under trees which dissipate the light such that it falls and flows over the Frozen silver paintwork, it looks strangely alluring.

    But if I’d already signed off the E61 as lacking a little something, why bother with the saloon version? Because I’ve always had this nagging doubt that I was missing the point before. And because the car stands as the last normally aspirated M5 and despite its paddle shift (or maybe because of it), will likely as not grow a following and gain increasing value in years to come. More of us are now reaching for our calculators, then reaching even further for the ‘man maths textbook’ and buying these beasts as prices are dropping. Which is what Lee Simms did, who got in touch with yours truly just after my YouTube review of this car went live. We’ll get to Lee’s impressions of The Beast a little later.

    So, let’s walk around it first and understand what separates this from the regular car. Externally, other than the paintwork, the answer is ‘very little’. Badging, vents, wheels, exhausts, sat-nav fin, boot lid spoiler et al are all as per the standard car. And that’s absolutely fine because there’s something about the E60 version of the M5 which is ageing rather nicely to my eyes, especially in the face of the (admittedly still elegant) F10 iteration which seems a size larger somehow. All twenty-seven 25th Anniversaries came in this Frozen silver shade, and whatever you think about the effect in photographs, I can confirm (subjective as it is) that in the metal the effect is quite striking. One doesn’t get that satisfying shine which comes from a good wash and polish of course but the responses from surrounding motorists (which range from bemused through to disapproving in a heartbeat) more than make up for it.

    Inside, apart from a few well-chosen items from the ‘Individual’ options list, such as the Alcantara headlining and black piano trim, plus a build plaque, the same ‘light touch’ applies in terms of Anniversary specific changes (for the UK market anyway. In Germany, a bi-colour black and Silverstone Merino leather finish was offered). Which means a plush environment, also in Merino leather, open-faced dashboard architecture and that simply awful HVAC system which requires you to press, turn, click and rotate several hundred times just to set the air direction. Argh! Not BMW’s finest hour. But otherwise this is a lovely place to be. Slathered in leather of course which will soon get nauseous on a very hot day, and I can confirm that black piano trim is a real blighter to keep clean, but otherwise it’s dead easy to get comfy in here and the multi-contour seats with adjustable supports inbuilt into the headrests combine with the supple full Merino leather to whisper wellbeing and luxury. Then you spy the embossed ‘M’ insignia in the headrests themselves, plus the subtle badging in the instrument cluster, the HUD flickers into life as you tickle the ignition awake and you remind yourself that this is a sports saloon first, luxury cruiser a very distant second.

    March 2007 saw the LCI refresh of the E60 range, and the ignition key was replaced with what has since become the ubiquitous start/stop button. So thumb that and after a brief and surprisingly languid-sounding starter spins the crank, the S85 awakes from its slumber. And here’s the thing, it settles down to a quiet and cultured idle, not at all the fairly busy sound which I recall from other (earlier) E6x M5s I’ve driven, including that Touring. I don’t subscribe to the description that this engine sounds ‘diesel-like’ at idle but I’m even less in favour of it now; this one sounds far smoother. An impression which is further reinforced when I drive an older, higher mileage example a few weeks later. One wonders whether BMW refined these motors, or at least the sound deadening, during the six years it was in production.

    Stroke the throttle and the revs increase, and here comes the noise. I’ve described it in the past as mechanical cream, and there is a delicious metallic timbre to its voice, multi-layered and mournful. This is the kind of engine I’d envisage Bram Stoker working hard across the North Yorkshire Moors one night, dusk falling, wind cutting across the open country as he blasts through the fading light towards the coast, visions of demons on the storm-ridden horizon flashing through his mind and the wail from the exhausts mixing it all up into one feral shriek. And then of course he goes for a gear change and the spell is broken before he commits the idea to paper… Thankfully M5s didn’t exist in his day, otherwise we’d have never been able to read those imagery-ridden paragraphs of his seminal piece.

    SMG III was an excellent idea but by today’s standards it’s a tad uncouth. Rather like a tired child at a quiet evening restaurant, all it wants to do is complain and whinge when what you really want and need is obedience and for it to be less obstinate. It’s not uncooperative per se, but it is slow and dim-witted if you try to drive the car as an automatic.

    One needs to recalibrate your brain in order to recognise that left and right foot first have to go through a divorce, in as much as gear changes require a right foot lift whilst the left leg remains dormant, the torque reduction management role being taken up by the computer which controls clutch actuation. It takes practice at first, but effecting that slight lift as the paddle is clicked softens things out to a more than acceptable degree. But stab the paddle for an up change without easing off the power when you’re on a charge, and the resultant slap in the back feels like a 40 tonner has just collected you from behind.

    Still, this is all well and good. Rose-tinted specs combined with impressive power and luxury when compared to one’s own, rather more mundane BMW, may have a tendency to spice things up to a level which is rather more than ideal. Does the polish and shine fade after a few weeks or months or ownership? Lee Simms bought the car you see here, direct from James Paul (isn’t the internet a wonderful thing?), so I asked him to relay his experiences since purchase…

    “The car is a keeper for me as it ticks all the boxes, good for popping out with my wife, or having fun around some A-roads where it really comes alive. The running costs don’t even come into your mind when you’re on it. As for all the troubles, I’ve not had any issues with either the clutch or the gearbox. When it’s in auto it drives well and when it’s in manual it drives like a sports car. All-in-all it’s a car I’ve always wanted and it hasn’t let me down.”

    A lot has been made of the M5’s stoppers down the years, and indeed only recently has BMW started fitting its performance cars with performance brakes. That said though, the E60 M5’s brakes are powerful and adequate for daily use and on this example they pulled the car up in short, square order. Steering is sharp enough at the helm with good speed and a faithful response, which I seem to say all the time of BMWs but it really does apply to the majority of them.

    Handling wise you’re obviously aware of a stiffer chassis going to work across the occasional broken Tarmac around West Sussex (even if the ride does calm down appreciably on the open road) and experiencing the active side bolsters digging you in the ribs into and through the more challenging corners. It’s never anything less than animated, involving and having a layer of isolation removed when compared to the cooking versions. But buying a car like this and expecting a magic carpet is rather missing the point.

    As is the thorny subject of fuel economy. Let’s get straight to the bottom line. If you worry about the fuel consumption these things offer up, then you can’t afford it and at best, should consider a 545i or 550i of the same vintage, or better yet a 535d. The E60 M5 consumes fuel with absolute disdain and the test car managed a rather disgraceful 15mpg on test, less in the towns around James Paul’s base near Horsham. The 5.0-litre V10 drinks the stuff and the reward you get is that noise and that shove when you wind it up. But the payoff is having to fill it up at least once a week for most people.

    The power delivery was one area I criticised the E60 M5 for, the last time I drove one any proper distance, and it’s still the case today that nailing the throttle to the bulkhead and having to wait a moment for the crank to spin with meaning doesn’t sit well in a world which craves instant gratification. Invest in it though, find the time to wind it up, open up the stratosphere where this engine revs so freely and you do begin to see the point. You’ll be going like the absolute clappers by this point of course, but then you get nothing for nothing in physics.

    For a full breakdown of what one needs to look for before purchasing an E60 or E61 M5, October 2015’s issue of BMW Car has a full Buying Guide including the all-important Vanos and gearbox facts and figures, plus warranty details and so on. Read it from start to finish if you’re considering buying one. It’s one of those cars where you need to do your homework thoroughly, and buy the best you can afford.

    For me personally the M5 still appeals to the heart but not to the head. The noise I adore, the feeling as it escapes surrounding road furniture under power in third gear and the epic reach when the S85 makes itself felt, is truly special in this age of broadband torque monsters and even the gearbox I have begrudgingly grown to respect and admire.

    But that’s the heart talking. The head says the fuel economy is just woeful, the spectre of big bills from the ‘box too strong to ignore, and the possibility that on a few cold mornings in winter it will be a recalcitrant, unruly and unhelpful companion render it a non-option. I love the idea of one, but I couldn’t bring myself to buy one. That said, I now have more love and respect for it than previously, and time exposed to its charms has resulted in understanding it a little more. It still bugs me a little that one has to work in order to extract the best from it, but I don’t necessarily think that’s an issue any longer; it just means the car demands to be driven. If you own one then hats off to you, continue to burn 98RON at an impressive rate, because big beasts like these are a thing of the past.

    THANKS TO: James Paul / Tel: 01403 823723 / Web:

    This is a sports saloon first, luxury cruiser a very distant second.

    Inside the 25th Anniversary machine is an expanse of black Merino leather which is a step up from traditional BMW fare; door sill plates tell you this is a rare beast as you step into the cockpit.

    ENGINE: Ten-cylinder, 90-degree V configuration / #V10 / #S85B50 / #S85 / #BMW-S85 /
    CAPACITY: 4999cc
    BORE/STROKE: 92.0/75.2mm
    MAX POWER: 507hp @ 7750rpm
    MAX TORQUE: 384lb ft @ 6100rpm
    0-62MPH: 4.7 seconds
    0-125MPH: 14.1 seconds
    0-1000M: 22.7 seconds
    WEIGHT: 1855kg
    ECONOMY: 19.1mpg
    TRANSMISSION: Seven-speed #SMG-III / #SMG
    BRAKES: Vented and drilled discs, 374x36mm, twin piston callipers (front), vented and drilled discs, 370x24mm, single piston callipers (rear)
    STEERING: Rack and pinion, variable servotronic
    WHEELS: 8.5x19-inch (front), 9.5x19-inch (rear)
    TYRES: 255/40 ZR19 (front), 285/35 ZR19 (rear)

    25th Anniversary badging is pretty minimal; plenty of luxuries come as standard with the M5; SMG III gearshift can make or ruin the car depending on your mood or driving conditions.
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    With 711whp, this turbo Phoenix yellow E46 M3 is a beast. Awesome 711whp M3 E46 Spectacular Stateside turbocharged #BMW-E46 . It may be in the love/hate Phoenix yellow hue but there’s nothing mellow about Kris Kolintzas’ 711whp E46 M3. Words: Ben Koflach. Photos: Brad Sillars.

    Phoenix yellow is one of those love it or loathe it colours. When BMW proudly introduced the E46 M3 it was one of the most talked about features of the early cars, often overshadowing the amazing S54 engine or the finely-honed chassis. However, a few years down the line it’s been well-proven that with the right selection of modifications a Phoenix yellow M3 can be a treat to the eyes.

    One guy that’s known this from the start is Kris Kolintzas, a serial E46 M3 owner. The Chicago resident has spent the last nine years perfecting and improving his Phoenix M3. “I bought the car in the early spring of 2007,” explains Kris. “I purchased it from a private seller out in Tennessee. I’d already had two E46 M3s prior to this one but this was in mint condition with just over 20k miles on it. I chose this particular M3 because it was a rare colour that popped and not the same old boring silver or black BMWs you see everywhere here in the Midwest.”

    As the story so often goes, Kris began with a few simple enhancements and things soon spiralled out of control. The build even became something of a trendsetter in the Midwest. “My thoughts behind the modifications were that I just wanted it to be fast and different from what everyone else was doing,” Kris says. Of course, these days it’s that 711whp engine setup that really steals the headlines. “I was one of the first to supercharge an M3 in the Midwest and I was the first to convert to a turbo setup,” Kris proudly claims. He hasn’t done things by half either, utilising a Maximum PSI Stage 2 system.

    Mike Radowski, frontman and fabrication specialist at Maximum PSI, is a man wellknown in these pages. His 900whp+ E36 M3 drag car was featured in the magazine some time ago but his name is one that constantly comes up. And with good reason. The man is a genius when it comes to extracting huge, useable power from #BMW engines through turbocharging, and his turbo kits are simply the best you’ll find. “After falling in love with my turbo E36 I purchased a used 2002 E46 M3 with the sole intention of developing a production turbo kit for the platform,” Mike tells us. “We had worked with Technique Tuning on numerous custom builds and it was only logical to continue our partnership into the E46 kit as well. We spent way too long sorting out the kit trying to utilise the factory air box, and several other components that caused us more headaches than I care to remember. In the end we had a nicely performing turbo kit that would be able to pass a full OBD2 readiness test. We retained the cats and secondary air pump, and came in notably cheaper than the competition, while using high quality TIG welded and CNC’d components.

    “Our system is still the only turbo kit for the E46 M3 that we know of that utilises a remapped factory ECU. It has been continually refined over the past few years, and we now have over 50 Stage 1, 2, 3, and 4 kits in operation. We have a bunch of street cars and we have several drift cars including one of our Stage 4 kits. My personal car has made over 780whp on the stock ECU and has been turbocharged for 40k hard miles. It has ran a best quarter-mile time of 9.74secs at 145.9mph, making it the quickest E46 in the US. We will continue to push the envelope in the E46 platform, as well as the newer platforms as well. Keep an eye on our 2016 F80 M3 shop car for some results shortly, too!”

    Maximum PSI kits are completely bolt-on and, as Mike revealed, astonishingly they also manage the almighty power figures through tuning of the standard E46 M3 #Siemens-MSS54 ECU. The setup centres around a Precision 6266 turbo mounted on a Maximum PSI cast manifold and comes with everything required for fitment, down to interior gauges and wiring clips.

    Kris gave the task of fitting the kit to his good friend (and another ex-feature car owner) Stefan Sajic, front man of Zima Motorsports. “Kris’ car was dropped off to our HQ in Chicago with a nice whine coming from the supercharger,” explains Stefan. “He was looking for more power and substantially more torque so the Maximum PSI kit was the best solution. We worked closely with Kris to make sure everything he wanted in the car was installed perfectly for maximum performance.”

    The Stage 1 version of the kit is capable of running up to 500whp on ordinary pump fuel and 600whp on high octane. However, it was the Stage 2 that Kris opted for. It centres around mostly the same hardware, but adds even bigger injectors and one of the neatest aftermarket touches on the market: the ability to use the factory Sport button to switch between pump and race fuel maps.

    Using the aforementioned race fuel, Kris was able to push his car up to 711whp and 578lb ft of torque at 19psi of boost. An astonishing achievement and one that goes to prove the efficiency and performance of the Maximum PSI turbo kit. The internals of Kris’ S54 remain standard, just with the addition of coated rod bearings from Epic Motorsports and ARP rod bolts. All of that power fires through a South Bend Stage 3 clutch and the factory SMG gearbox, with the whole drivetrain mounted on Vibratechnics mounts.

    To complete the setup, Kris mated a Bimmerworld 3.5” race exhaust to the rear, the single pipe exiting through a matching carbon fibre diffuser. As you may have noticed, composite weave adorns much of the entire car. Just under the bonnet, in fact, that turbo’d S54 has been surrounded with the stuff. From a Horsepower Freaks vented engine cover to EAS and NVD carbon fibre accessories left right and centre, you’re never far from a chunk of the wonder-weave.

    The exterior is much the same – the carbon fibre works really well in contrast with the Phoenix yellow, and so Kris’ choice additions have made the car into something unique. Vorsteiner’s ever-popular range of parts for the E46 M3 has been utilised with the V-CSL front bumper, GTR bonnet and CSL bootlid all present in carbon fibre. They add a dose of aggression to the E46 and are backed up by a custom GTR rear bumper and yet more carbon fibre covering the headlight housings, pillar trims, mirrors, grilles and more. Umnitza lighting tops off the external mods that combine to make one good-looking E46 M3.

    The interior, meanwhile, is also carbon fibre covered and makes for a good looking and functional place to be. Kris’ car remains a road car and the interior reflects this. The rear half features a custom Zima Motorsports half roll-cage, with the nowredundant rear seats removed in favour of a carbon fibre seat delete piece. Up front the standard seats keep things comfortable, while the dashboard is a feast of carbon fibre and tech. The centre vents have been replaced by a custom carbon fibre bezel housing digital AEM gauges for AFR, oil pressure, fuel pressure and boost – important parameters when running such a modified engine setup. Carbon fibre then covers just about every surface possible, and it looks fantastic for it.

    The chassis setup on something with so much power is a hugely important part of the build. Keeping the comfort was a key part of things for Kris and so he carefully thought out a setup that would be suitable. It centres around the standard layout but uses Koni Sport shocks with a Ground Control height adjustable spring setup, camber-adjustable front top mounts and billet rear top mounts. Ground Control was also used for its anti-roll bars while, as you would expect, the rear subframe mounting points have been beefed-up. Finally, AKG Motorsports bushes all-round tie everything together.

    “The build is basically done,” Kris concludes. “I moved onto a 1972 2002 restomod build alongside the M3, and I’m now looking for another project to add to the stable.” There’s one thing for sure – if Kris puts as much time and care into his other projects then this won’t be the last time you’ll see him on these pages. His E46 M3 blends brilliant looks with brutal turbocharged performance. The colour may not be to everyone’s taste from the factory, but with Kris’s expert eye he’s transformed it into a machine that no one would dare to fault.

    I chose this particular M3 because it was a rare colour that popped.

    DATA FILE Turbo #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Turbo-E46

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 / , #ARP rod bolts, #Epic-Motorsports coated rod bearings, #Maximum-PSI-Stage-2 turbo kit (including #Precision-6466-turbo turbo, #Maximum-PSI cast turbo manifold, Maximum PSI/Driven Innovations intake manifold, #Tial MVR wastegate, Synapse diverter valve, front mounted intercooler, uprated spark plugs, big capacity fuel injectors, Walbro 485 fuel pump, 3.5” intake system with Green air filter, 304 stainless steel charge piping, 3” 304 stainless steel downpipe, fitting brackets and supports, SMG reservoir relocation kit, TurboSmart eBoost2 boost controller, AEM wideband O2 sensor, Technique Tuning mapping with switchable maps), Radium Engineering fuel rail, Bimmerworld 3.5” single pipe race exhaust with electronic cutout, #Vibratechnics engine mounts, #HPF carbon fibre vented engine cover, EAS carbon fibre engine accessories (cabin air filter cover and cap, DME cover, battery terminal cover, intake scoop, radiator cap, oil cap), NVD Autosport carbon fibre engine accessories (radiator support, oil filter cap, coolant tank). Six-speed #SMG gearbox, #South-Bend-Stage-3 clutch, Vibratechnics gearbox mounts, standard 3.62:1 final drive.

    CHASSIS 9.5x18” (front) and 10.5x18” (rear) #Apex #Apex-ARC-8 wheels with 265/35 (front) and 285/35 (rear) Toyo R888 tyres, Koni Yellow Sport shocks front and rear with Ground Control adjustable springs, Ground Control camber-adjustable front top mounts, Ground Control rear top mounts, #Ground-Control anti-roll bars, reinforced rear subframe mounting points, AKG Motorsports front control arm bushes, #AKG-Motorsports rear trailing arm bushes, #AKG Motorsports subframe bushes, AKG Motorsports differential bushes, 345mm ZCP front discs with Brembo four-piston calipers from Porsche 996 911, standard rear brakes.

    EXTERIOR Factory Phoenix yellow paintwork, Vorsteiner carbon fibre GTR bonnet, Vorsteiner carbon fibre CSL bootlid, Vorsteiner CSL front bumper with single piece carbon fibre splitter, custom GTR rear bumper by FMU, Bimmerworld carbon fibre diffuser, EAS carbon fibre trim (headlight housing inserts, door handles, mirrors, kidney grilles, side grilles), carbon fibre fuel tank flap, carbon fibre B-pillar trims, carbon fibre and colour coded roundels front and rear, carbon fibre M3 badge, Umnitza 6000k angel eyes, Umnitza 6000k headlights, LED indicators, LED numberplate bulbs, smoked taillights, 20% window tint all-round including windscreen.

    INTERIOR Custom Zima Motorsports roll-cage, carbon fibre rear seat delete, custom carbon fibre bezel unit for AEM digital gauges (AFR, oil pressure, fuel pressure, boost), EAS carbon fibre components (SMG paddles, interior trim panels, steering wheel trim panels, pedals, steering column cover), NVD Autosport carbon fibre components (seat backs, seat rail covers, SMG knob, centre console, door sill trims).
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    EXTREME #BMW E46 M3 #Supercharged wide-body monster

    ARCH NEMESIS / #BMW-3-Series / #BMW-3-Series-E46

    DTM FiberWerkz has been behind a couple of wild builds and this supercharged, wide-body E46 M3 is no exception.

    The latest build from DTM FiberWerkz takes the familiar form of the E46 M3 and exaggerates its muscles in all directions. It’s wide, it’s mean, it’s low… and it’s got enough go to back up the show. Words: Daniel Bevis. Photos: Peter Wu.

    The E46 is very much the #BMW-3-Series of choice for 2016; we’re predicting a lot of interesting things on the scene for this generation in the coming months. This is due in large part to its chronological positioning, being neither too new to be affordable nor old enough to be ‘classic’. A lot of people view older cars as a gateway to financial ruin (not always fairly, but these mental hurdles are insurmountable for some), so the E46 sits in quite a happy middle ground – it’s new enough to be reliable and powerful in a modern sense, which makes it rather good value as a used buy, but it’s sufficiently inexpensive, comparatively speaking, for the average Joe to tear into in his garage, modifying with a clear conscience and little chance of an angry call from the bank manager. E46s are where the smart money is right now.

    With this in mind, the aftermarket has this model firmly in its crosshairs, and there are none more enthusiastic about showcasing the thing than Northridge, California’s DTM FiberWerkz. The company ethos is very closely aligned with BMW’s own approach to the development of the E46, which was to take the successful E36 as a base-point and make every element a little better; the bodyshell was 70% stiffer, the suspension was studded with aluminium components, the weight distribution remained as near as dammit to 50/50 in line with core principles.

    DTM FiberWerkz augments this approach by placing the driver even more squarely in the middle of the formula. ‘If there’s one thing more rewarding than exploring the potential of your BMW, it’s discovering your own’ is its motto. And as this latest line in E46 upgrades demonstrates, it’s giving the driver as much of a helping hand as possible.

    “The main reason for working on the E46 M3 body was that aerodynamic parts were lacking for it in the aftermarket,” explains company founder Ary Minassian. “We wanted to design a functional rivet-on flare kit for the M3, as the only other wide-body in production is the GTR which almost all true E46 race cars use, and we also manufacture. We aimed to design something that was the same width as the GTR kit but with more functional and easily installed parts compared to the complete wide-body conversion. These flares would only require paint and external fitting, the four flares giving the same width as the GTR.”

    This makes a lot of sense for race cars as it means parts can more easily be swapped out and replaced when damage occurs, but it’s also a smart move for street applications, providing a comparative ease of fitment that circumvents the apprehension that some owners may have about extensive body mods. Oh, and you can’t discount the awesomeness factor either – it’s hard to deny that these wide flares look pretty badass in situ, taking a familiar silhouette and forcing it through a cartoonish filter. It’s as if the everyday commuter 3 Series on your neighbour’s drive has been shimmered through the paint box of a 1970s hot rod caricaturist, and that’s no bad thing.

    “We wanted to use the E46 M3 SMG specifically, because since we were going to run such wide wheels, tyres and arches, we also wanted to run a supercharger from VF Engineering,” Ary says. “We knew with the power of the ’charger and the SMG transmission the car would have a similar feel to a proper race car, so the go would match the show. The power of the car is right at your fingertips and the supercharger keeps pulling you forward all the time!”

    You can tell from the way that Ary chatters away about this build that he’s no pen-pushing suit – he’s in this business because he’s passionate about the cars, and his engaging and eager persona really accentuates this. The demeanour explains the growth of his business, EuroStopUSA, which was established in #2002 as a performance shop selling custom body kits, wheels, exhausts and lowering springs, mainly catering for BMWs. As word spread and the customer base grew, so the ESM Wheels and DTM FiberWerkz brands crystalised, the latter growing by word-of-mouth and street culture, while ESM developed through offering a unique selection of wheel designs in a plethora of colours, fitments and specs. By the time of this project’s inception, the guys were really on a roll.

    “The car was completely stock when we acquired it, and a perfect candidate for what we wanted to use it for,” says Ary. “We found it listed locally on Craigslist. As we design and manufacture parts, we look for cars with straight and true bodies with no damage, so when the parts are designed and ready to make a mould we can ensure the part will be as close to a factory fit as possible.

    “The principle goal of this car was to design a new option wide-body flare kit,” he continues. “We did face some issues during the research and development of the design when it came to shaping something to flow with the rounded body lines of the E46; we tried a box-style flare, but ultimately came to the conclusion that it looked a bit too square on a rounded car, so we changed the shape to blend with the lines of the body. Shaping the flare kit was by far the most challenging part of the process – because it is a part that we’ll be manufacturing for customers, we wanted to make sure it would fit perfectly on every car, have a good aesthetic, and most of all be functional and easy to install and remove.”

    This all speaks of DTM FiberWerkz’s fastidiousness when it comes to product development, but it’s important for us to remember that there’s more to this car than a set of rivet-on aftermarket arch flares. Just take a look at the interior, for example – it’s a brilliant manifestation of your classic dual-purpose build. The back end is pure race car, it’s been stripped down to its bare bones, rocking a sturdy half-cage and not a whole lot else. Moving forward beyond the B-pillars you’ll spot the unmissable scarlet flash of a pair of Sparco Evo buckets, and then as you swivel your head owl-like through 180-degrees you’ll find that… you’re in a normal street-driven M3. Huh. Weren’t expecting that, were you? There’s a full dash, OEM doorcards, even the stereo and carpets are still in place. It’s like a mullet; business up front, party in the back.

    Moving to the outside, the outrageous aesthetic that’s been achieved by Ary’s team reminds you that the addition of wide-arch flares isn’t just a case of sticking them to the car, dusting off your hands and going for a beer. You’ll be needing some much wider wheels to fill them, and given that you’ve set out to make your car something of a headturner, the design aspect is something to which you’ll need to give some deep degree of thought. In the case of this car, it could only be a set of ESM wheels. But which ones? Ah, decisions, decisions… after much head-scratching and soul-searching, Ary plumped for a square setup of 11x18” 007s in a gold platinum finish, slathered in sticky R888s to further ramp up the overall sense of purpose.

    The fellas at DTM FiberWerkz are, as you’ve gathered by now, painfully aware of the importance of the holistic approach, so when Ary talks about this set of wide-arch flares, it is of course just one element of a broader picture. After all, an E46 M3 with wide arches and nothing else on its comparatively slender body might look a bit odd. So this car has had the full works, it’s a riot of carbon fibre, beginning with the CSL-style roof spun from that magical weave.

    There’s a vented carbon bonnet, a carbon bootlid with integrated oversize ducktail, side skirt extensions and carbon mirrors, and a racy front bumper complete with carbon canards and undertray. It’s not all for show either, these guys are dead serious about the aero efficiency of their products. It keeps them up at night.

    “The car debuted at the 2014 SEMA show in the ESM Wheels booth, where we displayed it with the Version 1 flares and black 11x18” ESM-007 wheels,” Ary recalls. “At the time, the front V2 flares were not designed with the cutout behind the tyres. Many people loved the look of the car, and as it was the first rivet-on flare kit for the M3 we gained a huge international reputation from the show. In 2015 we again used the car at SEMA for the ESM Wheels booth, but this time around we changed the look to its current stage, with gold wheels and V2 flares along with some other carbon fibre goodies. For some reason people seemed to like the current look better!”

    That’s a perfectly natural reaction to evolution, really. Honing and perfecting to make it the best it can be, and folk recognise that sort of effort and tenacity. So, what’s next? A V3 evolution for SEMA 2016? “No, I think this car is complete now,” Ary laughs. “We’ve always got new projects in the pipeline, and we’re developing a lot of new stuff right now, branching out into some diverse areas: Porsche 996/997, Fiat 500, Dodge Challenger… and we’re working on a project that we think a lot of BMW enthusiasts would love to see: a 318ti Compact with a wide-body conversion and a supercharger, which will be debuting at Bimmerfest in May 2016.”

    So there you have it – the smart money lies in tuning the E46 coupé, that’s going to be the big cheese this year. But you’d better get it done quick and right, as you’ll all be clamouring for Compacts after that…

    Carbon canards and rear diffuser are just some of the many carbon additions.

    DATA FILE #DTM #FiberWerkz #BMW-E46 #M3 / #VF-Engineering-Stage-3 / #VF-Engineering / #BMW-E46 / #BMW-M3-E46 / #SMG / #BMW-M3-SMG-II-E46 / #BMW-M3-SMG-II / #BMW-M3-SMG / #BMW-M3 / #BMW-M3-Supercharger / FiberWerkz / #BMW-M3-FiberWerkz / #BMW-M3-FiberWerkz-E46 / #Clutchmasters / / #S54B32-TUNED

    ENGINE & TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #VF-Engineering-Stage-3-Supercharger kit and tuning, #Agency-Power full race exhaust system with titanium tips, six-speed #SMG-II gearbox with #Clutchmasters-Stage-3 race clutch.

    CHASSIS 11x18” ET0 ESM-007 wheels (f & r) in gold platinum finish, 285/30 (f) and 315/30 (r) Toyo R888 tyres, #Megan-Racing coilovers, factory-upgraded discs and pads

    EXTERIOR DTM #FiberWerkz-GTR-S kit comprising V2 vented wide-body flares, Race front bumper with undertray, carbon fibre lip and canards, carbon fibre side skirt extensions, full Race rear diffuser, carbon fibre bootlid, vented carbon fibre Race bonnet, CSL-style carbon fibre roof, carbon fibre mirrors

    INTERIOR Stripped rear, Sparco Evo 2 US seats, Autopower Industries race roll bar

    THANKS Our staff at #DTM-FiberWerkz and #ESM-Wheels , Stan at Toyo Tires, Clutchmasters, James at Megan Racing, Ayed at Kings Autobody, VF Engineering, Sparco Racing

    The car was a perfect candidate for what we wanted to use it for
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    This vibrant Australian E46 M3 delivers the perfect combination of jaw-dropping looks and sheer driving pleasure. Blending style and substance, this Australian M3 delivers sheer motoring perfection… Words and photos: Chris Nicholls.

    The stance and motorsport scenes are generally (and correctly) seen as polar opposites. Form versus function. Style versus speed. Yet there’s a surprising amount of crossover between the two. Admittedly, most of it goes one way – from race cars to stance machines in the way of big wings, wide wheels and arches, sponsor stickers etc but every so often you see it go the other way, with race cars running decidedly street-oriented body kits (Rocket Bunny-equipped track demons come to mind) and even the odd time attack car running air suspension (like Cody Miles’ Redline street-class champion STi in the US). It’s a shame there isn’t more movement between the scenes, as in the end, we’re all car enthusiasts we all share the joy of owning and driving cars.

    Manny De Zilva certainly shares it. His 2001 E46 M3 is driven hard no matter where he goes, and the best part is that thanks to careful planning and modifications, he can epitomise what’s possible in terms of crossover between stance and track. While you may not believe it from these images, this car does both with equal aplomb.

    Now, before we start, it’s worth noting that Manny’s M3 doesn’t run air suspension. Doing so would leave him without a functioning boot, given he’s already got two Rockford Fosgate subs in there, along with accompanying amps. No, Manny does things the old-fashioned way, albeit with two sets of coilovers and wheels. His street setup consists of BC BR coils, wound right down to allow the kind of tuck one normally only associates with the ‘low and slow’ brigade, and deep dish 18-inch Work Meister S1 wheels, mounted with mildly stretched Nexen and Achilles tyres. He still drives hard on this setup, though, something we’ll go into more later. Manny’s circuit setup, meanwhile, consists of KW V2s at a more track-suitable height and Enkei NT03s, complete with Advan A048 semi-slicks.

    It’s telling that he goes to this much trouble to enjoy both worlds, because this level of dedication and hard work permeates the whole build, and shows in every little considered detail. From the focus on colour coordination both inside and out, to choosing parts that only enhance the inherent beauty of the E46 shape, rather than detract from it, this is a build with a lot of work, and thought, gone into it.

    Let’s start with the exterior, as it’s obviously what everyone sees and compliments first, given how many people stopped to gawk at the car during the shoot in the Melbourne seaside suburb of Frankston. Finished in Phoenix yellow, the relatively rare colour blazes like the setting sun behind us. It’s perfectly matched with the yellow Umnitza angel eyes, yellow-edged AGT carbon diffuser and side skirts, yellow GTR-style bumper and rare hybrid E92/E46 GTR carbon bonnet to help bring a level of colour coordination lacking in so many builds. Even the deep Work Meisters (in 10x18” ET17 front and 12x18” ET18 rear) are similarly colour-matched, with gold-plated hardware, gold anodised wheel bolts and gold Work stickers on the lips.

    Because having everything yellow would not work, though, Manny decided to offset the colour with tasteful black elements, such as the smoked lights, black wheel centres, naked carbon aero parts and even leaving the top and number plate surround of the carbon CSL bootlid unpainted. The only missing detail in the pictures is the rear roundel, as it fell off the day before the shoot and Manny couldn’t find another one in time, so ended up drawing a smiley face on there instead. Irrespective, it all ends up with a build that slams into your eyes as hard as it looks slammed into the Tarmac, yet never overwhelms. As anyone who’s tried to build a car to this level knows, that’s no small achievement.

    The colour coordination continues inside, too, although again Manny was careful not to have too much ‘in your face’-ness. Indeed, silver carbon trim, extended shift paddles and updated lighting aside, there’s little change from the factory, but to ensure the silver and black theme was consistently applied throughout the cabin, Manny also added an AC Schnitzer gear knob, pedals and handbrake lever. To match with the upgraded audio, he also added an Avin Avant 2 head unit to modernise things but keep the factory look. It’s still subtle, though, and is in-keeping with the car’s philosophy.

    Perhaps surprisingly for a car that sees hard driving on a regular basis, the suspension, brakes and engine are relatively mild at this stage. There are SPC rear camber arms to allow the wheels to sit just right on the street (and to allow tuning for the track), Whiteline end links, Turner Motorsport swaybars, Racing Dynamics strut bar and those aforementioned coilovers, but that’s about it for the footwork. The engine and driveline has had more done, with a Turner Motorsport cold air intake and power pulley kit, BMC filter, ESS remap, Mille Miglia exhaust (with custom tips) and Supersprint hi-flow cats and resonator on the engine side, and a Tuning Tech FS SMG tune and new diff cover on the driveline end. But it’s not an extreme build, even the brakes have only seen minimal upgrades, with a StopTech Sport brake kit adding better pads, rotors and steel lines. In many respects, though, that just shows how right BMW got the E46 M3 before it left the factory. It was very much a Goldilocks car on launch, winning multiple awards, and its reputation has only grown with age. The fact Manny can happily drive it hard both on the street and on the track (where it is “able to be competitive amongst high-powered turbo cars”) definitely proves that point.

    That’s not to say it’s all been milk and honey, though. Like any build, there have been problems, with the biggest of them being the notorious BMW rear subframe issues (admittedly not helped by Manny’s driving style). “Very aggressive driving at an extremely low ride height put a lot of stress on my already reinforced rear subframe floor,” says Manny. “With the help of a specialist workshop, though, we researched and developed a new one-off floor made out of carbon-kevlar, which shouldn’t cause any more issues when I am ready to chase big power in the near future.” Ah yes, big power. Let’s face it, there’s almost never a time when a petrolhead doesn’t want more pace, and Manny is no exception.

    So how does he plan to go about achieving this? Well, the easiest way to add grunt to any S54 is obviously via a supercharger, and that’s where Manny is headed. Having already had an ESS remap, it’s no surprise he’s also going to add a VT2-575 blower, but the icing on the cake will be the E85 tune and supporting ancillaries, which are an easy option to consider in Australia, given there are quite a few E85 pumps dotted around the major cities and suburbs (mostly from V8 Supercars’ official fuel supplier United Petroleum). Total power output should obviously jump markedly after that, and may well necessitate more mechanical modifications to cope, but no doubt Manny will already be planning those and have a picture in his mind of where to go. After all, he did exactly the same thing before he started this build.

    “I already had parts waiting for the car before I even bought it!” he says. “I had a fairly distinct idea of what I wanted to do with the car in the early days, but as most people would agree, a project is never finished! There is always that one more mod you feel like doing.”

    Indeed, on top of the extra urge, Manny’s desire for even more track days meant he fitted a pair of Recaro SPGs soon after the shoot, and to ensure he enhances its streetability as well, he’s also got plans to upgrade his boot install, although this time it will be easily removable so as to lose weight for the track. He says he’s even entertained the idea of changing up the entire colour scheme, with a white-on-white setup that would take the look in a completely different direction. That’s a bit of a flight of fancy for now, though.

    No matter which way he goes, however, Manny has proved he will likely end up with an M3 that is even more the sum of its parts than it already is. One that draws stares and admiring comments, and one that ensures he maintains his undying love for E46s (this example is actually his third in a row, with his previous one having been a boosted, wide-body 330Ci that sadly met its end in an accident).

    “To me the E46 is the total package; its timeless bodylines, luxury interior features, 50:50 weight distribution for perfect handling, distinct exhaust note, a highrevving, powerful and responsive straightsix that sounds great combined with the raw #SMG gearbox (which gives it a race car feel)… it ticks all the boxes.” We couldn’t put it any better!

    Carbon abound on the outside and in the engine bay of this E46.

    Black and silver theme throughout the interior while boot is home to the Rockford Fosgate audio install.

    DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / Turner-Motorsport / #BMW /

    ENGINE AND TRANSMISSION 3.2 litre straight-six #S54B32 / #BMW-S54 / #S54 , #Turner-Motorsport-Stage-2 carbon cold air intake & boot, #BMC air filter, #Turner-Motorsport power pulley kit, ESS ECU remap, Supersprint 100 cell high-flow catalytic converters, Supersprint resonator section 2, Mille Miglia exhaust with custom tips, six-speed #SMG-II gearbox, #Tuning-Tech-FS SMG tune, new rear diff cover

    CHASSIS 10x18” ET17 (front) & 12x18” ET18 (rear) Work Meister M1 three-piece wheels with black centres and gold-plated hardware with 245/35 (f) Nexen N’Fera SU1 and 285/30 (r) Achilles ATR tyres for street, 10x18 ET22 (f&r) Enkei NT03+M wheels with 275/35 (f&r) Yokohama Advan A048 tyres for track. BC BR coilovers for street, KW V2 coilovers for track, custom carbon-kevlar subframe floor, OEM subframe bushes, #Racing-Dynamics front strut bar, SPC rear camber arms, Turner Motorsport 30/25 sway bar kit (f&r), Whiteline end-link kit. StopTech sport brake kit, Motul fluid, wheel stud conversion kit with titanium nuts.

    EXTERIOR CSL carbon bootlid, Carbon lip spoiler, GTR-style vented rear bumper, #AGT rear diffuser & side skirts, E92 GTR hybrid carbon fibre bonnet, quarter panel shave and repaint, Carbon front quarter panel grilles, carbon kidney grilles, #DEPO front corner lights, #Umnitza angel eyes, face-lift LED tail-lights (smoked), smoked front lights, xenon foglights, carbon fibre foglight inserts, carbon fibre badges, AC #Schnitzer carbon fibre roof spoiler, AC Schnitzer-style carbon 3-piece front lip spoiler, LED number plate lights, #ECS-Tuning tow hook kit, OZ Gloss paint.

    INTERIOR Excelsior silver carbon interior trim, #AC-Schnitzer pedals, handbrake lever & gear knob, aluminium extended shift paddles, Avin Avant 2 head unit, #Rockford-Fosgate Punch P450.4 & P400.2 amps & twin Punch P1 10” sub in custom enclosure.

    A project is never finished! There is always that one more modification you feel like doing… Manny De Zilva
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    The E60 M5 is still a seriously fast car, and this all-black example is seriously menacing with it. Words: Elizabeth de Latour. Photos: Matt Richardson. The E60 M5 is an aggressive-looking machine and when dressed in all-black it takes Tarmac intimidation to the next level.

    The E60 M5 is arguably one of the biggest performance bargains about and while some brave pills might be necessary once you’ve looked into how much it can potentially cost to repair if/when it goes wrong, the prospect of owning a 5.0-litre V10 for a shade over £10k is one that’s hard to resist. While the E60 might not be the best built BM about and SMG doesn’t appeal to everyone, the S85 V10 is an incredible engine and in many ways the E60 M5 experience is probably 90% engine. At a time when turbocharging is dominating both the performance and economy ends of the automotive market, a large capacity, highrevving, naturally aspirated engine shines like a beacon of rebellion in a sea of conformity and, for Christian Elliott, it was a big part of what drew him to buying this E60 M5.

    “I’ve always liked German cars,” he begins, and he’s owned a few rather exciting examples… “I’ve had a Mercedes C63 AMG, CL65 AMG as well as a 997 Gen 2 911 GT3 RS but I’d always wanted an M5. I tried a few M3s and the F10 M5, which was very good, but nothing like this on the road – I love the V10, it’s all about the engine.” Christian bought the car from a friend, who had usefully done all the mods already, with it joining the aforementioned C63 AMG. “I kept the Merc as an everyday car, whereas the M5 is for car shows and road trips, something I can enjoy on special occasions. I took it to Le Mans and it got so much attention. It felt so good to drive there.”

    The E60 M5 is an exceptional machine out-of-the-box and while Christian’s friend didn’t go mental on the modifying front, there’s actually not that much you can really do without spending silly money. He’s done everything that Christian would have wanted to do had he bought the car stock.

    Naturally, you can’t possibly own a V10 without attempting to extract a little more power from it, and popping the bonnet reveals, alongside the rather fetching red engine cover, a K&N Typhoon induction kit with a pair of free flowing air filters replacing the bulky standard air boxes, allowing the insatiable #V10 to get its fill with the heat shields ensuring hot underbonnet air is kept at bay. Peer through the grilles and you’ll also see a pair of RPi scoops, which further help to direct cool air straight to those massive air filters and, at higher speeds, create a ram effect for even more power. Running freeflowing filters instead of the standard air boxes has another beneficial side effect – more noise, and that’s definitely a good thing where V10s are concerned.

    Speaking of noise, take yourself around the back of this M5 and you’ll be faced with the massive, 120mm (that’s nearly 5”) quad oval tips of the Eisenmann Race exhaust system and if you think it looks intimidating, wait until you hear how it sounds. Stock, the M5 is pretty quiet, as you’d expect from BMW, with just enough of that V10 music for most when you get on the throttle but if you’ve bought your M5 for special occasions when you want it to put a massive smile on your face, you want noise and the Eisenmann Race delivers. This is the loudest setup the company offers and it certainly doesn’t scrimp on the volume – just idling and moving around for the photos the noise coming out of the back of the M5 was incredible and then, before leaving, we asked Christian to perform an emergency start for us and at full throttle his M5 makes an unholy noise. To call it ear-splittingly loud would not be an understatement and we could still hear the car long after it had disappeared from view. It’s the kind of sound that makes you want to run out and buy an E60 M5 and, whilst we don’t think we could live with it day-to-day, it’s exactly the kind of sound you want from a V10.

    As far as looks are concerned, the E60 was a shock after the E39 but it’s ageing well and in M5 guise it’s still got all the subtle aggression of a sharply dressed doorman. Black gives the M5 a sense of menace and this has been further enhanced with the addition of… even more black. There are black roundels, black grilles, carbon front and side splitters, carbon-wrapped side gills and rear diffuser and then there are the very large and very black wheels.

    On its stock 19s the M5 looked okay but there’s a lot of body above the rear arches which immediately creates a challenge and also makes the rear wheels look smaller than the fronts. The only solution is to go big and, whereas its predecessor’s wheel size sweet spot was arguably 19s, the E60 can comfortably swallow seriously big wheels without them looking silly.

    Case in point, the Corniche Challenge 21s on this car. The seven-spoke design is an interesting one – it’s a deep concave wheel but at the edges the spokes start out flat before angling inwards. It makes them look heavy and hard-edged; an aggressive wheel for an aggressive car and the thick multiple spokes work well. This E60 M5 has also been treated to a serious drop and all that’s been used to achieve that is a set of #H&R lowering springs, but considering how well it sits (with the arches a whisker above the tyres), there’s no need to go the whole hog with coilovers if you just want the car a bit lower.

    In stark contrast with the blacker than black exterior, the interior is blindingly bright, the white leather paired with brushed aluminium trim and the steering wheel roundel has also been swapped for a black one to match those on the outside.

    Christian’s M5 might not be the last word in out-and-out modified machinery, but it’s always good to see someone taking on the mighty E60 M5. Sadly, despite his clear love of the car, it has since been sold due to a move from the spacious countryside to good old London, which means no cars at all in fact. For a little while, at least. “I don’t know how long I can cope without a car,” he laughs, “I would 100% buy another E60 M5, I absolutely loved my time with it, but I’d also love to buy and modify an F10 M5 at some stage.” Whatever the motoring future holds for Christian, we can’t imagine this German speed addict will be able to resist the lure of another M car before too long…

    Bright interior offers stark contrast to the exterior.

    DATA FILE #BMW-E60 / #BMW-M5 / #BMW-M5-E60 / #BMW /

    ENGINE AND TRANSMISSION 5.0-litre V10 #S85B50 / #S85 / #BMW-S85 , red engine cover, #K&N-Typhoon / #K&N induction kit, #RPi scoops, #Eisenamnn Race exhaust with quad 120mm oval tail pipes, standard seven-speed #SMG-III gearbox / #SMG -III

    CHASSIS 9.5x21” (front) and 10.5x21” (rear) Corniche Challenge matt black wheels with 255/30 (front) and 295/25 (rear) tyres, spacers, #H&R lowering springs.

    EXTERIOR Black grilles, carbon-wrapped side gills and rear diffuser, carbon front and side splitters, black roundels, face-lift red rear lights, smoked side repeaters.

    INTERIOR White leather, brushed aluminium trim, black steering wheel badge.

    Menacing 21” Corniche Challenge wheels are the perfect size for the E60 and really fill the arches.
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    With an owner with a penchant for wheels, it’s no surprise to see this seriously stanced E46 M3 sporting two sets.

    This E46 M3 is the king of the double-take. Look at one side, then look at the other… then look again. What’s going on there? Something pretty offbeat, that’s for sure. Words: Daniel Bevis. Photos: Rich McKee.

    Fans of the Batman franchise and eschewers of squeamishness will be familiar with Two-Face, the onceupstanding district attorney driven insane by a mob boss throwing acid in his face, leading to a gruesome disfigurement to one side of his frontal aspect. His madness drove him to adopt a super villain persona, carrying out good or evil deeds based on the flip of a coin – this isn’t so much Jekyll and Hyde behaviour as a deranged disregard of consequences.

    But what would happen if one were to try to enter the realm of Two-Face voluntarily? Or Jekyll and Hyde, for that matter, or the painter Kim Noble, a woman who famously had over a hundred personalities? The common thread that unites these people is a lack of choice, a peculiarity of circumstance, but if you actually chose to have a split personality? You’d be looking at something like this E46 M3: the passion and flair of Italian style on one side, and the forthright brutality of German design on the other.

    Okay, that’s a creative leap, but it makes sense that East Yorkshire’s Dan Taylor would find himself conflicted by the various personality augmentations offered by a kaleidoscope of wheel choices. After all, it’s hard enough for a layman to decide on which rims to rock on his project car (and it explains why so many change them around on such a regular basis) but when you’re in Dan’s line of work, the agony of choice is exacerbated by having fancy rolling stock thrust into your consciousness on a daily basis. You see, he runs a split-rim refurb business – Wheel Unique – so he’s rather spoilt for options. “I narrowed it down to these two designs, but couldn’t decide between them… so I built them to the same specs and fitted them both,” he laughs.

    This is just the latest chapter in BMW mischief for Dan too, he’s been waist-deep in the scene for some time now. His dad had a fair few Beemers as he was growing up, and we’re always hearing people citing this as a reason for having an indelible affiliation with the marque. Dan’s first Bavarian steer was an E46 316i Saloon that came in for a fair few mods and ultimately ended up showcased in these very pages. There’s also a wide-arched E36 in the garage which he describes as his toy (“built in my shed for nothing but fun!”), so it’s safe to say that he’s in the club. But the M3? As for so many people, that was the unicorn, the overarching dream. And he was eager to get off his backside and ensure that he’d put together a fairly robust unicorn trap. “I was adamant that I’d own an E46 M3 by the age of 23, which I’ve achieved,” he says, unsurprisingly cheerfully. “It’s like nothing I’ve ever driven before; the power, the driveability… it’s a car I grew up reading so much about, and it’s the one car I always used to have in Forza – the one BMW that I’ve always really wanted.” It must be extremely satisfying to tick off such a significant life goal, and so early too, but naturally the story doesn’t end there. This would be a pretty dry magazine if it was all about people who bought standard cars and then just got on with their lives…

    “I had a few visions when I was looking around, I wanted to have one last go at stancing a car and going for looks more than power, but without losing the drivability of it,” Dan explains. “I hunted up and down the country and went to see a few, which got very annoying as none stood out to me, and many weren’t in as good condition as they looked in the photos. I wanted to get the feel of one that I knew was right.” This sentiment undoubtedly echoes that of many of you out there – sometimes the more you search, the less you find, until it all starts to feel hopeless. But the right car’s always out there, it just occasionally requires patience and tenacity before you can be united.

    As it turned out, Dan had a more lateral move planned. Well, not so much planned… it just sort of happened, and ended up working out pretty well. He rang a friend with an M3 and asked if he could have a go in it, just to get a feel of it, make sure it was the right idea. And he instantly fell in love with it! Before he’d even got home that night he was bombarding his mate with texts offering to buy it, picking away at his resolve until eventually, even though it wasn’t for sale, his buddy relented. A few days later Dan was back, cash in hand, ready to take it home.

    “It was in great condition, and had already been lightly modified,” he recalls. “It was lowered over some BBS CH reps, which weren’t completely to my taste although they did suit the car really well. I knew I had to change it and put my own stamp on it straight away. I’d sourced some OZ Breytons ready for when I found the right car; at the time these were all white, and didn’t look right against the silver body so I switched them up a bit! It was my own effort to make it unique – I refuse to pay someone else to do work on my car if I’m capable of doing it (or at least having a go) myself, it’s how I’ve always been, and there’s nothing better than creating your own vision!”

    This is a view held by almost everyone in the scene, but it’s all the more pertinent when you’re in the wheel business. Dan’s wheels are a shop window, they demonstrate his skills, his finesse, his knowledge of the breadth and history of design, his appreciation for the obscure and the unusual… it was always inevitable that he’d end up channeling ol’ Two-Face, really. It’s almost surprising that he doesn’t have four different styles on there, really. Four-Face. “The wheels had to be right and show what I’m capable of,” he confirms. “The best set of wheels that suit me and the car had to be the Breytons, which I stepped from 17- to 18- inches, and refinished trying out brushed lips for the first time, with painted grey faces. I’ve had a few sets of them before, but I was never totally happy until I got them mounted on the M3! I had a big thing for the AC Schnitzer Type 1 as well, which I also stepped from 17- to 18-inches with brushed lips and powdered white faces – these are both the only sets of wheels of their kind in the country. I felt that the Type 1s needed to go on too, but couldn’t decide between them… so I chose not to choose, and mounted two of each on either side of the car.”

    As any self-respecting wheel enthusiast knows, it’s not just about the wheels, it’s about the fitment and the stance. It all coalesces to form the optimal look, but every element has to be equally considered. With a keen awareness of this, Dan was sure to get the way the thing sat absolutely spot on. “The suspension was my main priority to start with,” he says. That’s right, even more so than the wheels. This is nuts-and-bolts stuff. “I looked around a few places and couldn’t decide what to go for, until my friend Alex ended up buying some Broadway Static coilovers for his E36 – after driving it and being a passenger in it, I made my decision right then. The guys over at Broadway were unbelievably helpful, and built my custom suspension to suit me! Luckily the car was fully polybushed before I purchased it too, so that was one job I wanted to do but didn’t need to.”

    The pursuit of stanced perfection is seldom an easy ride, however, and it’s never just a case of bolting everything to the car, standing back with your arms folded, and granting yourself a satisfied nod. There’s endless experimentation, adjustability, general fiddling, and as Dan dialled in each incremental adjustment he was glad to have the expertise of Broadway at the end of the phone. And all the while he was staying true to his over-arching vision: killer looks, without compromising driveability, and with no irreversible modifications. This is a build of purity, of focus.

    This purity is manifested in a very real sense under the bonnet, where the growly S54 remains factory stock (“it’s a performance engine, I’m happy with it as it is,” Dan says, “although I do clean it every day…”), but when pressed he does subtly hint at some power-related plans for the near future, as the car will become more of a track-oriented, caged affair next year.

    The interior, however, well Dan had very clear plans for that: “Recaro Pole Positions were a must, I’d always wanted a set and felt they were perfect for the car. I purchased them a week after getting the car, but hit the problem of getting runners for them; I found some online for £200 a side, but that was too steep and I ended up making my own! The seats were trimmed before I got them by Lawrence at LG Trimming and the work is perfection.” There are so many elements involved here, existing tweaks fusing with Dan’s own vision and relentless pursuit of excellence, that the results are a heady and piquant brew. He just can’t stop fiddling with it either, he’s insatiable; even since our shoot he’s fitted air-ride and then taken it off again, and started hoarding upgrades for the next phase of evolution.

    “You never stop building a car in my opinion,” he chuckles. “I’ll never stop with this car, I’m always wanting to change things. I really love the way it rides on the Broadway suspension, and the Pole Positions are just on another level – the only seats I’ve had that don’t leave me with a numb backside after a long journey. It’s taken me months to get it to this stage and lots of tweaking to get it right, but that doesn’t mean it’ll be staying this way…”

    One thing’s for sure, he won’t be keeping those Two-Face rims on there for long. Sure, they’re the product of a lot of long, hard thinking, along with oodles of elbow grease to get them looking spot on, but Dan’s a man who can’t allow ideas to stagnate. When you spend all day building and refreshing wheels, your eye’s bound to be caught by fresh designs and new ideas. So when you see this M3 on the show circuit – or, indeed, on track – in 2016, you may find that it still has a Two- Face look… or it may not. But whatever the look, you know it’ll be top notch. After all, there’s a reputation to uphold.

    Neo chrome nuts add a flash of colour that contrast perfectly against the grey of the centres while the brushed lips look fantastic.

    JL sub and amps have been given a stylish home in the boot.

    DATA FILE #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #BMW-S54 / #S54 , six-speed #SMG-II / #SMG gearbox.

    CHASSIS 9.5x18” (front) and 11x18” (rear) #OZ-Breyton (driver side) and #AC-Schnitzer Type 1 (passenger side) wheels with 225/35 (front) and 255/35 (rear) tyres, custom #Broadway-Static 500 Series coilovers.

    EXTERIOR CSL ducktail bootlid, carbon fibre rear diffuser, carbon fibre grille surrounds, matt black side grilles, larger exhaust tips and rear silencers stripped-out, carbon fibre front splitter.

    INTERIOR #Recaro Pole Position seats with grey backs, diamondstitched Alcantara centres and leather surrounds, carbon fibre SMG surround and shift paddles, uprated head unit and sat nav, JL sub and amps.

    THANKS To my girlfriend for putting up with me when I’m off for hours working on the car, and Inspired Automotive for its cleaning products.
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    As the E46 M3 CSL never made it to the #USA , #BMW enthusiasts set about building their own, like this tasty pair. America was cruelly robbed of the E46 M3 CSL, so the response of Stateside modifiers has been to create their own with even more muscle. Words: Iain Curry. Photos: Marco Svizzero.

    It’s easy to get jealous of Americans. They produce money-spinning movies and music loved the world over; they seemingly control the world markets, the internet and practically every satellite in the sky; and if civilisation goes down the plughole, they keep enough gold locked away to hold two fingers up to the rest of us.

    But if you want true envy, check out how cheaply Americans can buy a new M3, M5 or Porsche 911, then see how little it costs them to fuel them so they can enjoy playtime for far less coin than the rest of the world.

    But occasionally, Europe gets its own back. Prime example is the E46 M3 CSL: a car so raw, pure and driver-focused that it became an instant classic on its 2003 release, and one the enthusiasts went all wobbly over. But not the Americans. They got bitter, frustrated and angry over it as the things just weren’t allowed Stateside due to environmental and safety reasons. There were 1400 examples built, and 1400 didn’t find their way to American showrooms.

    So while the non-CSL E46 M3 is almost laughably common on American roads, you’re not about to see a CSL barking its way along canyon roads or buzzing city streets. You may spy something close though. Deny a market like America a car it badly wants and, much like banning a movie, it makes the thing so much more desirable and some will stop at nothing to get it. Pictured here are two Californian E46 M3 CSL replicas, which in many regards are as close to the real thing as possible. Certainly substantial sums of cash have been parted with in their builds, but that’s the price needed to pay proper homage to the ultimate road-going E46 M3.

    It’s a price Adam Cook of Citrus Heights in North California paid to create his Steel grey E46 M3 CSL replica. We caught up with him and photographed his CSL replica alongside another built by Andrei Afanasiev – a fellow user from California’s Bay Area. Together they are a formidable pairing, with Adam’s looking the more genuine with its CSL-esque paint (originals only came in Silver grey and black Sapphire), even though Andrei’s M3 CS colour is a beautiful shade.

    “BMW should have brought the CSL to the US,” Adam said. “There should be a standard that works for both US and Europe for safety and the environment so we can both get the same cars. An example is my other car, a 1M Coupé. They brought that to the US and it sold out fast.” Regardless, Adam got busy building what BMW didn’t provide, and is convinced he’s created something at least the match of a true CSL. “My setup makes more than a stock CSL,” he said. “ I have a better exhaust, pullies and a better software tune.”

    Adam bought his E46 M3 brand-new from his BMW dealer in 2002, and was already no stranger to the marque. As well as his 1M he’s owned an E46 330i, E39 530i and an E90 330i. After a few months of M3 ownership on went a K&N panel filter to get the ball rolling, and since then he’s barely drawn breath. To see the inventory of all the previous parts he’s fitted to the M3 as well as what’s currently there – and the wellrecorded cost of everything – is quite frightening. “To build a replica CSL is fairly easy once you get hold of OE parts, and it helps to have more cash than brains and keep throwing money at it,” he said.

    Adam wanted to make his car as much of an OE CSL as possible, but also improve on parts where he thought necessary. “My modifying philosophy was if I owned a real CSL what would I change on it?” he said. “I think the likes of headers, brakes, exhaust and suspension could all be improved.”

    Starting with the body, Adam has upgraded his M3 with an OE CSL front bumper, lights, side grills, bootlid, carbon fibre rear diffuser and emblems. And impressively, as one of the CSL’s signature elements, he’s managed to add an OE carbon fibre CSL roof. “I got most of the OE CSL parts from a US importer which has sadly recently gone out of business, while the rest I got from a European source,” he said. “I’m glad I got them when I did as CSL parts are now no longer being made.”

    Adam said most of the CSL parts are direct replacements on a standard M3, although minor modifying included rerunning wires on occasion. The roof was a different matter though: “The roof is genuine OE BMW, and its install was mostly time and patience,” Adam said. “Eighty-six spot welds needed removing and then the surface was cleaned. The OE roof fitted perfectly so no major work was needed other than adding the centre brace: if you remove the old roof properly there is no extra welding needed other than for the centre brace.”

    The interior also mimics a CSL’s with an OE CSL centre console added, something Adam said was basically plug and play. There are online DIY tutorials on forums for the fitting, requiring a bit of time and rerunning window switch wires. Also on are a CSL handbrake gaiter, door trims, handles and door sills, while the rear seat has been removed in the style of the M3 CSL concept model. Recaro Profi XL seats are now up front, which look superb but Adam said they’re not great on long journeys. But ridding his M3 of power front seats and the rear bench has saved a lot of weight. As for CSL-ing the 3.2-litre six-cylinder, parts availability proved a headache. Adam originally fitted a GruppeM intake, but was intent on finding a true CSL air box. “Finding a CSL air box and cam was hard as there are not many in the wild,” he said.

    “The first cam I got was broken in shipping and took nine months to get a replace.” Other OE CSL engine parts include the rocker arms, exhaust valves and the head gasket. Adam has enhanced things further with the likes of Supertech Performance dual valve springs, Rogue Engineering power pulleys, some trick cooling and an extensive exhaust system upgrade. Rounded off with OE M3 CSL software and an Evolve ECU tune Alpha-N Stage 3, these enhancements have convinced Adam he has a genuine CSL-beater on his hands.

    The car’s six-speed SMG auto has also been given the CSL treatment with its software flash, while Adam uses a Turner Motorsport 3.91 differential and the company’s rear subframe reinforcement. A CSL 14.5:1 steering rack is also employed for the genuine feel, while TC Kline Racing adjustable coilovers and camber/caster plates, Eibach anti-roll bars and Ground Control rear lower control arms are part of a suite of underbody enhancements to push this M3 into CSL territory and beyond.

    The genuine look was required under the arches, and Adam sourced genuine 19” CSL rims and shod them in Michelin Pilot Super Sport tyres, rather than the ‘widow maker’ Michelin Cup rubber that made true CSLs so likely to switch ends in the wet. Behind these wheels are mighty StopTech 355mm discs all-round, clamped by four-pots finished in yellow paint. To look upon the car is to believe it’s a true CSL, and one that’s been enhanced impressively further.

    Andrei’s car is based on an M3 CS and it too has an impressive spec sheet. Under the bonnet the S54 has been given an OE CSL carbon air box running Evolve Alpha N software and VAC Ultra Light 2 pulleys. He’s also removed the sound deadening to enjoy more of that intoxicating induction howl. Strapped to the Dinan strut brace are the remote reservoirs for the Moton Club Sport dampers and the chassis has been further upgraded with an AC Schnitzer rear anti-roll bar, Poweflex bushes throughout and a TMS subframe reinforcement kit, while for the exhaust system, he opted for an Eisenmann Section 2 and Meisterschaft Ti system.

    Parked side-by-side, the two E46s look as though they belong at the M3 CSL top table. And so they should with the huge amount of time and money involved, including the relentless hunt for OE CSL parts for the builds. Much like true CSLs, they have that look about them that makes you want to grab the keys and be left alone on a winding stretch of open road for a few hours.

    “I prefer back roads to the track,” Adam said, “and am one of the few people in North California who organises meets and drives. I have a website called that lists my favourite drive routes, and one of the best is Valcano which is perfect for the CSL. It’s a joy to drive because you feel the connection to the car and the road, and as the last of the high revving straight-six motors you can feel that passion the M guys put into the car. Cars now are faster, but some of the soul has been lost for progress.”

    Adam wouldn’t dissuade anyone from building their own CSL replica, but he warned that OE parts are a pain to find as there are few parts and plenty of people after them. It’s not cheap either, so despite the rising value of genuine CSLs, if your country was lucky enough to sell them – unlike in America – it may be best to just buy a real one.

    DATA FILE #BMW-M3-CSL / #BMW-M3-E46 / #BMW-M3-CSL-E46 / #BMW-E46 / #SMG / #BMW-M3-CSL-SMG -E46

    ENGINE: 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , OE #CSL air box, hoses, exhaust manifold and cats, #Eisenmann Section 2 and #Meisterschaft Ti exhaust system, #VAC Ultra Light 2 pulleys, Evolve Alpha N software, deleted sound deadening under the bonnet.

    TRANSMISSION: E46 M3 six-speed SMG auto with OEM CSL SMG software, Dinan 3.91 limited-slip diff.

    CHASSIS: 8.5x19” (front) and 9.5x19” (rear) OE E46 M3 CSL light alloy rims shod in 235/35 (front) and 265/30 (rear) Michelin Pilot Super Sport tyres, #Dinan front strut tower brace, #Powerflex polybushes, #TMS subframe reinforcement kit, #AC-Schnitzer rear anti-roll bar, Moton Club Sport dampers, front and rear #BBK .

    EXTERIOR: OEM BMW E46 M3 CSL carbon fibre roof, black roof rails, bootlid, rear diffuser, front bumper with splitters, side grills and micro filter housing. #BMW electric Euro mirrors, outer LEDs on brake lights enabled, IB painted bonnet washer grille, headlight shroud assembly and keyhole driver door delete, #3M front end and roof clear bra, E46 M3 CS paint.

    INTERIOR: OE E46 M3 CSL seats, centre console, handbrake gaiter, door trims, handles and door sills.


    ENGINE: 3.2-litre straight-six #S54B32-TUNED OE E46 M3 CSL air intake, snorkel and flap, map sensor, inlet camshaft, rocker arms, exhaust valves and head gasket, head blueprinted and flow tested, #Supertech-Performance dual valve springs, #Rogue-Engineering power pulleys, Samco radiator hose kit, #Zionsville E46 M3 Competition cooling kit, Zionsville SPAL speed fan kit, Turner Motorsport Fluidyne oil cooler kit, Supersprint stepped exhaust manifold with stepped metallic 100 cell cat system and resonated X-pipe, Eisenmann Racing exhaust, Ignition Solutions plasma coils, OE E46 M3 CSL software – #DME flash for base setup and #Evolve ECU tune #Alpha-N Stage 3.

    TRANSMISSION: E46 M3 six-speed SMG auto with OE CSL SMG software flash, UUC red transmission bushings, Turner Motorsport 3.91 differential, #Turner-Motorsport E46 rear subframe reinforcement.

    CHASSIS: 8.5x19” (front) and 9.5x19” (rear) OE E46 M3 CSL light alloy rims shod in 245/35 (front) and 275/30 (rear) Michelin Pilot Super Sport tyres, Turner Motorsport 10mm front wheel spacer kit, #StopTech big brake kit with 355mm discs and painted yellow four-piston calipers all-round, stainless steel brake lines, TC Kline Racing True Match adjustable coilover system (500 front, 600 rear), TC Kline Racing camber/caster plates, #Eibach front and rear anti-roll bars, Ground Control rear lower control arms, CSL / ZCP 14.5:1 steering rack.

    EXTERIOR: OE E46 M3 CSL front bumper, front lights and side grills, CSL wing grill emblems, OE E46 M3 CSL carbon fibre outer panel roof, bootlid and carbon fibre rear diffuser, LED rear light upgrade.

    INTERIOR: OE E46 M3 CSL centre console, handbrake gaiter, door trims, handles and door sills, #Recaro Profi XL bucket seats, rear seat delete based on E46 M3 CSL concept model, CSL #SMG black aluminium paddles, hard wired Valentine V1 radar detector.

    Andrei has removed the sound deadening from his engine bay and added #VAC-Ultra-Light-2 pulleys plus a #Dinan strut brace and Moton Club Sport dampers.
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