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    KEEPING IT REAL Turbo M50 E30.

    UK two-door is the perfect blend of style and pace. #BMW-3-Series / #BMW-3-Series-Coupe / #BMW-3-Series-E30 / #BMW-3-Series-Coupe-E30

    What was once an unassuming #BMW-318i-E30 / #BMW-318i has been comprehensively transformed into a turbocharged beast. Words: Aron Norris. Photos: Scott Paterson.

    The BMW E30. Some would say it’s flavour of the month. Others would say it’s their favourite ’80s BMW. Perhaps the infidels among us might even say it’s a little bland. Wherever you stand on the E30, you can’t deny that those Claus Luthe penned lines have aged very, very well. Like a fine wine, these Bavarian compacts are becoming hot property amongst collectors.

    Whilst concours classics might be some people’s idea of BMW perfection, others, like Steve Foxall, prefer to use a stock car as a template, a blank canvas if you will. Whilst the 1983 318i you see here might look all sweet and innocent at first glance, there’s a secret lurking. If you’re an OE concours purist, look away now…

    Now, when Steve bought the E30, it was in pretty good stock condition because the previous owner had it repainted 12 years ago, which meant Steve could get straight onto the fun of making the 318i his own, something a little less, er, 318i. This is a true driveway project car. Let’s be straight here, it doesn’t take much to make an E30 look great. With those handsome ’80s lines it almost seems perverse to suggest messing too much with BMW’s original formula much at all. I mean, the OE Schwarz black really gleams against the chrome bumpers and trims, all as you would expect I suppose.

    Visually, the E30 has lost a few stock items and gained some choice add-ons, but nothing terribly drastic. The front numberplate and foglights have been deleted, which neatens things up nicely, making way for a Jimmy Hill front lip and M Tech 1 rear spoiler to add some ’80s indulgence. There are no wide arches here, nothing untoward you might say. Well, until you peer under the bonnet, that is…

    You see, from the very beginning, Steve knew the original M10 engine in his 318i formed no part of his future plans. His vision was always to build a turbocharged sixcylinder M50 beast. Never again would this be a well-behaved practical car. Nobody wants that anyway, right? As luck would have it, Steve managed to find a 1993 E36 325i donor at the scrapyard, which meant things were coming together rather nicely. Operation strip down could begin. Goodbye M10, it was nice knowing you. The donor #M50B25TU powerplant was to provide the perfect base.

    For the geeks out there, TU stands for ‘technical update’ which means variable valve timing, i.e single Vanos to you and me. In preparation for the turbo, ARP big end bolts, head studs, race mains, big end bearings, valves, springs and rings were thrown into the mix and a 0.120” MLS Cometic head gasket to lower the compression. Stock pistons, crank and block more than do the job, having been honed to reliably deliver an impressive level of tune.


    In order to fulfil his turbo dreams, Steve knew he’d need a fully custom manifold, so a twin-scroll setup was built for his Holset HX35 turbo with 12cm housing. With everything in place, the next step was to build an exhaust. No surprises for guessing that, again, Steve went for a custom setup, this time a Hard Knocks Speedshopfabricated 3” downpipe and exhaust with hidden tip. Continuing the custom fabrication theme, an E34 oil pan (with turbo drain) was shortened and widened to keep the little E30 nicely lubricated at all times. While the old 318 lump was out, Steve took the opportunity to completely smooth and weld the bay, with a fresh helping of Schwarz paint to spruce things up. Blood, sweat and tears ensured the new engine would to take centre stage in the bay, and quite rightly, too.

    With the engine taking shape nicely, Steve’s attention moved towards the transmission. His dream M50 build was mated to a Getrag 260 gearbox with a lightened and balanced M20 flywheel to improve throttle response. An uprated six-puck composite clutch, Sachs 618 pressure plate and M3 release bearing were acquired to more effectively handle the increase in power, along with a lightened and balanced propshaft. Steve got in touch with Hack Engineering to order a solid prop ring and the good guys over at SS Autowerks were called upon to provide a set of solid transmission mounts for the build.

    To keep everything running just so, Vems management was purchased and a completely custom tucked wiring loom was fitted in the freshly smoothed and painted bay. After some testing, tweaking and mapping, Steve’s E30 was almost ready for action.

    Next on Steve’s radar was chassis and handling. The steering rack was swapped out for a Z3 item with custom linkage and a 3.64 LSD was rebuilt with Porsche plates (for tighter locking). Braking was sharpened up with uprated pads and discs, teamed with a Porsche 944 brake booster and braided hoses. SS Autowerks was again involved with the build, supplying BC coilovers with custom springs, front and rear. For a fast road setup, fully polybushed, this car both looks savage and handles as it should.

    In the wheel department, the E30 needed grippy tyres, so the obvious choice was to kill two birds with one stone and bolt up some girthy Schmidt TH Line three-piece splits with Toyo rubber. These 16” beauties in staggered 8.5” and 9.5” fitment suit the E30 a treat. Polished dishes with silver centres contrast beautifully with black bodywork.

    With over 350hp on tap, this little black beauty is lively on the road to say the least. In fact, the truth is you have to be on the ball just to keep it in a straight line. This is pure man and machine stuff. If you overcook it, there’s no computer to save your bacon, as this car will make you pay for any mistake or lapse in concentration.

    The interior of Steve’s E30 is pretty minimalist. You won’t find anything more than you need here. With the focus of this car well and truly centred on the driver, you’ve got a Nardi steering wheel, Delrin shifter, Recaro Pole Positions with TRS harnesses and a custom half roll-cage. That’s it. There’s no fuss – just as it should be with this type of car.

    The original black leather interior just didn’t cut the mustard on B-road blasts, so Steve was on the lookout for a pair of replacement front seats and the black cloth Recaros were the perfect upgrade whilst keeping things simple. The rear seats were binned to save some weight and the battery was moved to the boot by using an S2000 mount with shut off. The interior changes have kept things period-correct, which is a definite winner and suit the E30 down to a tee.


    Steve’s E30 is testament to home-brew engineering and modification. It might look like a regular E30 from the outside but, make no mistake, this is a driver’s car which will quite happily trounce most modern competition in the performance stakes. There’s something very grass roots about this car and we love it.


    Stunning polished Schmidt TH Line 16s are the perfect wheel choice for the E30.

    M50 has been treated to a whole host of internal mods plus an HX35 turbo with custom manifold and exhaust system. The bay has been beautifully smoothed.

    DATA FILE #BMW / #M50-Turbo / #BMW-M50 / #BMW-E30 / #BMW-E30-M50 / #M50B25 / #Getrag

    ENGINE 2.5-litre straight-six #M50B25TU / #M50 , 0.120” #MLS-Cometic headgasket, #ARP big end bolts and head studs, race mains, big end bearings, valves, springs and rings, stock honed pistons, crank and block, custom twin-scroll exhaust manifold, #Holset-HX35 turbo with 12cm housing, #Tial-BOV and wastegate with screamer pipe, custom shortened and widened oil pan based on E34 pan and turbo drain, semi-solid custom engine mounts, A/C delete, PAS delete, switched #Bosch-044 in-line pump with Siemens 660cc injectors, Vems management with custom wiring loom completely tucked, 3” downpipe and exhaust with hidden tip by Hard Knocks Speed Shop, Mishimoto switched 14” fan, intake elbow and aluminium E36 fan with header tank delete

    TRANSMISSION #Getrag-260 five-speed manual gearbox, M20 lightened and balanced flywheel, Sachs 618 pressure plate, custom six-puck composite clutch, M3 release bearing, Hack Engineering solid prop ring, custom transmission brace, #SS-Autowerks solid transmission mounts, lightened, balanced propshaft, 3.64 LSD rebuilt with Porsche plates for tighter lock

    CHASSIS 8.5x16” (f) and 9.5x16” (r) #Schmidt-TH-Line Lines with #Radinox dishes and 195/40 Toyo TR1 (f) and 205/40 Nankang NS2-R (r) tyres, BC coilovers supplied by SS Autowerks with custom springs, fully polybushed, reinforced subframe, Z3 steering rack with custom linkage, Z3 short shifter linkage, underside running gear completely rebuilt, shot blasted and powercoated in gloss black, 944 brake booster with braided lines all-round, uprated pads and discs with stock calipers

    EXTERIOR Engine bay totally welded smooth, battery tray delete, front foglight delete, M Tech 1 rear spoiler, Jimmy Hill front lip, genuine blue tinted mirror glass, custom front numberplate delete

    INTERIOR Delrin gear knob, Stack oil pressure and oil temperature gauges, rear seat delete and carpeted, black headlining, Recaro Pole Position seats with Recaro sliders and custom seat mounts, TRS harnesses with reinforced chassis mounts, custom half roll-cage with reinforced chassis mounts, Nardi steering wheel, battery relocated in boot using S2000 mount with shutoff

    THANKS Fourseasons, SS Autowerks, RollHard (www.rollhard.co.uk), Hack Engineering, all my mates who helped
    • Steve Foxall’s Turbo M50 E30 Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’Steve Foxall’s Turbo M50 E30
      Is it any surprise that the first car in our top three happens to be an E30? Certainly not when that car is Steve Foxall’s stunning UK machine, as it really is an awesome build and proved very popular with all of you, and with good reason. We saw it in person at a couple of shows and it was a real head-turner, not least of all because of what’s under the bonnet. At its heart is an M50B25, swapped into a wire-tucked bay, with a Holset HX35 turbo strapped to it for plenty of power. There’s also a removable bonnet to show the whole lot off. BC Racing coilovers deliver a sizeable drop over a set of gorgeous, fully polished 16” Schmidt TH Lines, while the interior has been treated to, among other things, a pair of Recaro Pole Position seats and a gorgeous Nardi wood-rimmed steering wheel. The perfect blend of elegant, classic style and serious power, it’s pretty much E30 perfection in a nutshell.
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    SCHMOOTH KARMANN GHIA HYGIENICALLY CLEAN VW COUPE

    / #VW-Karmann-Ghia / #Volkswagen-Karmann-Ghia / #Volkswagen / #Karmann-Ghia / #Karmann / #Ghia
    / #Volkswagen-Karmann-Ghia-Typ-14 / #Volkswagen-Typ-14 / #VW-Karmann-Ghia-Typ-14 / #VW

    VW Karmann Ghia You’d be hard pushed to find another Karmann Ghia as spotless as this one. In fact, we had to go all the way down under to check out what has to be the cleanest on the planet.

    RETRO RIDE: KARMANN GHIA / WORDS: Daniel Bevis / PHOTOGRAPHY: Ben Hosking

    SHIFTING GHIA

    Pat Eung’s Karmann is an exercise in emphasising the timeless prettiness of the Ghia form. But look closer and you’ll see a few modern tricks…

    Even the engine bay is absolutely spotless.


    Like photosynthesis or the patterns of the tides, modifying Volkswagens is one of those universal constants. It’s just something that happens. For as long as there have been aircooled VWs in the world, there have been people champing at the bit to customise them, from the inception of the Type 1 (which you may variously know as the Beetle, Käfer, Coccinelle, Fusca... you name it) through the enduring cult of the Type 2 (aka Kombi, Transporter, Microbus, Camper) and every other model on the spectrum. There’s nothing that hasn’t been done to them – dragsters, lowriders, race cars, surf wagons, every conceivable style exists within the VW scene.

    Nowadays of course the watercooled VeeDub scene is equally massive, and it’s leading the charge in the modern repurposing of the word ‘stance’. If you want to see what’s hot in the world of high-end wheels and low-down suspension, you look to the VW crowd.

    Naturally there are always cars that offer a bridge between the two eras of the VW modding carnival, fusing old and new, aircooled and watercooled, smashing styles together like tiny particles at CERN. There’s a VW K70 doing the rounds that’s been bodydropped over a Passat W8 chassis, a Mk1 Golf rocking aircooled Beetle running gear. All sorts. But perhaps one of the most cohesive and aesthetically joyful offerings is the car you see before you here, Pat Eung’s 1967 Karmann Ghia. It simultaneously shimmers with the memories of SoCal circa 1975, and lassos a knapsackful of cues from the modern stop-drop-and-roll Golf kaleidoscope. And while the Beetle and Microbus are such iconic silhouettes that pretty much everybody in the world would probably be able to recognise them, the Karmann Ghia is something rather more offbeat.

    “The reason I chose it is that the first time I saw one, I assumed it was a Porsche,” Pat admits. Although, to be fair, there’s more than a little shared DNA between Porsche and VW, so such a guess isn’t too much of a stretch.

    The Karmann Ghia was one of those good ideas that we can all be thankful was pushed into existence. Fusing the bombproof aircooled underpinnings of the VW Beetle with an achingly gorgeous body styled by Ghia’s Luigi Segre, the hand-built coupé was a runaway success. It quickly became the USA’s biggest automotive import of its time, and the global production figure topped 445,000 in its 19-year run.

    “THE KARMANN GHIA IS SOMETHING RATHER MORE OFFBEAT”

    Okay, they weren’t quick. But they were easily tuneable, although the model was always meant to be more of a boulevard cruiser than a sports car. And that’s a brief that, as standard, it fulfils perfectly. These things operate on a sliding scale though, don’t they?

    “I bought the KG because I saw my watercooled VW, a Passat CC, rapidly devaluing, while the insurance was going up,” says Pat. “It seemed a bit crazy, so I bit the bullet and bought something desirable that I could ultimately hand down to my son one day. It was restored by a retired engineer in the States who worked on it out of passion, and modified it to his liking. When I first had it imported over to Australia, I was only really planning on lowering it… How wrong I was!”

    Indeed, there have been a fair few changes made to the car under Pat’s tenure, many of which are hiding under the skin beneath that flawless Polar Silver paint. But let’s look at the suspension first, shall we, given that it was priority number one in the grand plan?

    Rather than go down the old-school route of drop spindles and what-have-you, Pat’s opted to employ the ever-so modern method of air-ride. Okay airride’s actually been around since World War Two. But you can’t deny it’s the darling of the stance scene these days. So it’s that the car borrows heavily from its younger VW brethren, by running Monroe air shocks at the front and a Limebug air-ride kit with Air Lift bags at the rear – to get the thing sitting snake’s-belly low on the showground, while also letting Pat keep his sump intact should he happen across a speed bump.


    Speaking of sumps, let’s take a peek under that engine decklid. Remember how we were talking about the Ghia being a boulevard cruiser? Not so much here. “It’s running a Porsche 914 2.0-litre motor,” says Pat. “The internals are largely stock, but there’s a mild cam in there and it’s fuelled by twin Weber 40IDAs.” The performance figures may not look massive on paper, but as a percentage gain it’s really quite phenomenal.

    A stock KG would offer somewhere south of 50bhp, while this 914 unit provides a dyno-certified 73bhp. Feisty, huh? In order to ensure that these newfound avenues of performance potential were easily mineable, the stock 1600 transmission was rebuilt with Freeway Flyer gears and a short-shift, while a rebuilt Airkewld steering box found its way up front. In combination with the top-flight air-ride setup and a beefed-up braking system (DBA front discs, and an Empi conversion to discs at the rear too), the refined chassis and Porsche flat-four now work in perfect harmony to keep this shimmering butterfly of a car streamlining along as it should.

    With the go and the show taken care of – along with the stop, the sway, and plenty of wahey – the final piece of the puzzle was the interior. Pat’s had the stock seats retrimmed in a tasteful two-tone fusion of black vinyl and brown tweed, topping things off with a classy old-school Porsche-sourced Mota-Lita steering wheel. Timeless stuff, although again it’s interesting to note that Porsche accessories and tweed trim are heavy-hitters on the watercooled scene… further evidence of Pat’s over-arching artistic vision. And while the exterior is an exercise in textbook Karmann Ghia class, from the Euro bumpers to the custom front airdam, it’s the wheels that really are the cherry on the fusion-cooking cake: Schmidt TH Lines, as you’d expect to see on a slammed Polo or somesuch, but cunningly narrowed to fi t into the aircooled logic sphere.

    What Pat’s achieved with this project is to harness the spirit of his more modern VWs and infuse it into a retro Dub platform; old school, new rules – and by keeping it all relatively restrained, the more outrageous features really shine through. As a family legacy, we imagine his son can’t wait to grow up and grab the keys.

    DRIVER: PAT EUNG

    What was the hardest part of the build? “The air-ride! Despite being a bolt-on kit, there were a lot of modi¬fications and tinkering to make it work. The wheels cost a fortune as they had to be rebuilt to ¬ t in with the suspension!”

    What part of the build was the most enjoyable? “Again, the wheels and air-ride. As much as it was a headache, it was well worth it seeing people’s reactions to the end result. I took a gamble on the wheel choice, but it paid off.” Is there anything you’d do differently if you were to do it all over again?

    “I would have taken it straight to Mike at CBB Tuning from the start. It would have saved me a lot of the hassle I had with other mechanics!”

    Any modern extras are perfectly hidden away. We’re loving the custom tweed too!

    SKINNY RIMS

    Pat’s wheels neatly reflect this Karmann Ghia’s fusion of old and new, taking a design that’s popular and desirable in the watercooled scene and rebuilding it to aircooled specs. He began with a set of 8x17-inch Schmidt TH Lines, and artfully readjusted them to fit the bagged Ghia chassis. The rears have been barrelled down just a smidge to a slightly less arch-troubling 7-inch width, but the fronts are the real showstoppers: they measure an almost dragsterlike 4.5x17-inches, tucking perfectly into the front wings and giving a real nu-wave/retro vibe. The widths are classic, the diameter distinctly modern.

    They certainly don’t come any cleaner than this.

    TECH SPEC: Karmann Ghia

    TUNING #1974 #Porsche-914 2.0-litre flat-four, fully rebuilt, stock internals, mild cam, twin #Weber 40IDFs, Pertronics electronic points, electric fuel pump, #Vintage-Speed Type IV extractor system and Type 1 exhaust, stock gearbox rebuilt with Freeway Flyer gears, Vintage Speed short-shift.

    CHASSIS 4.5x17in (front) and 7x17in (rear) #Schmidt-TH-Line Lines, 165/40 (front) and 195/40 (rear) Nankangs, DBA front discs, #EMPI rear disc conversion, early short axle, #Monroe air shocks, #Limebug rear air suspension kit, #AirLift bags, #Airkewld steering box.

    EXTERIOR Polar Silver paint, perfected by Elite Body Repairs, Euro bumpers, custom aluminium airdam and grille.

    INTERIOR #Moto-Lita Porsche steering wheel, seats retrimmed in custom black vinyl and brown tweed by Sewfine, #VDO gauges, Pioneer headunit with custom speakers in rear.

    THANKS All the guys from Liverpool Harry’s for all their help and support – especially Rick and Ali. My wife Ley for putting up with my expensive habits and turning a blind eye most of the time! ‏ — with Ben Hosking
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    Gorgeous bagged #BMW E30 with an #S52 swap and shaved bay

    KEEPING IT IN THE FAMILY

    In the same family for almost 30 years, this ridiculously clean E30 has undergone quite a transformation in that time. Some heirlooms leave a more lasting impression than others, as we discover when we meet Nick Lanno from Ohio. Words: Louise Woodhams. Photos: Patrick McCue.

    It’s not often a car stays in the same family for almost 30 years, yet this 1987 325iS is the very same car that delivered Nick Lanno – the subject of our story – from hospital when he was born, and 15 years later became his first car.

    That was in 2009, and Nick, now aged 22, has completely transformed the car from what it once was. He takes up the story: “My father bought the car brand-new from David Hobbs BMW in Chillicothe, Ohio, and he drove it on a daily basis right up until my teens, so it was always in the garage while we were wrenching on other vehicles together. That’s where my passion for cars started.”

    Nick couldn’t help but fall in love with the E30 and as soon as he was old enough he began to research these cars. That’s when he got hooked on the blue and white roundel, as he explains: “The fact that they are truly a driver’s car is what attracted me to them the most. The heritage and history behind all these classic BMWs that people own is so interesting and they almost always carry a great story. I love every car BMW has made to this day and I will always be a BMW enthusiast.”

    This was the car that took Nick to school, to soccer games, to friends’ houses, you name it – it was a huge part of his life and quite often he would while away the hours thinking how incredible it would be to own it one day. In 2000 it went into storage, and then, much to Nick’s surprise, nine years later it was taken out of storage and given to him on his 15th birthday! His childhood dream had come true.

    “There was no other E30 I would rather have had than this car. It was perfect and despite having clocked up 120k, it was immaculate; all OEM parts, original paint, absolutely rust-free, and it had a full service history,” he recalls.

    Needless to say it did not stay 100 per cent original for long. In fact, the first thing Nick did as soon as it was in his possession was lower it on a set of Ireland Engineering race springs. Other modifications included all red tail-lights, smoked Euro Smiley headlights and side repeaters, a later model front valance and a Zender rear valance. Shortly after that, the car then went back into storage so that over the next few years Nick could save some money and let the real transformation begin.

    Once again it was the suspension that demanded Nick’s attention first: “After pouring through different forums looking at the various setups, I knew that to get the drop I really wanted I’d have to look into a custom air-ride setup.” Up front he’s installed Air Lift’s Crafter Series struts, while Air House II bags and Bilstein shocks reside out back. The rear spring perches were modified for the bags, as were the front spindles for the struts. The system is managed by Air Lift’s Autopilot V2, with plenty of presets all at the tip of Nick’s fingers in the centre console. “The setup is so convenient, making road trips as comfortable as can be, yet the car still handles fantastically in the corners. I have the best of both worlds,” he adds.


    The car remained in this guise for the next three months, until one fateful day when the timing belt from the original M20B25 snapped. This prompted the next stage of the build. “I sourced a low-mileage S52B32 out of a 1999 M3 from a good friend in Cincinnati with roughly 70k on it,” Nick says. “I completely regasketed the motor from top to bottom, as well as safety wiring the oil pump nut, before fitting 21.5lb injectors, a lightened flywheel, and a 3.5” intake setup.” Together with a few friends, the swap took about a week to do. Apparently the maiden voyage with open headers put one of the biggest smiles on Nick’s face to this day. Not surprisingly it came to life as a completely different beast that day.

    After two years of driving it across the States to various shows, Nick wanted to take the car to a new level – he wanted to shave, tuck and customise the engine bay. Fortunately a good friend of his owned a body shop so once Nick had pulled out the engine to take care of tidying up the wiring harness and deleting any non-essentials such as air-con and power steering, the car was sent off for six months to begin its transformation. “Everything looks so neat and beautiful under the bonnet now, but the star of the show has to be S52. It is so reliable and has plenty of power to make the car feel a blast to drive. It brings a smile to my face every time I’m behind the wheel.”


    Whilst this car’s spec is a far cry from when Nick’s father bought it all those years ago, it’s still managed to retain its factory charm. And that’s because his objective throughout the build has been to keep things clean, simple and classy. The same philosophy has been applied to the cabin of the car, which is relatively stock save for the Nardi steering wheel, custom stitched M-Tech style gear knob and gaiter and Coco mats, which are all period-correct for the car. “I wanted the car to retain its original feel,” Nick says. “I’ve even kept the seats, which are fairly worn now, but it gives it character.”

    Like any true project, the car has gone through various incarnations of wheels, including BBS RSs and CCWs, but Nick eventually settled for 8.5x16” (front) and 9.5x16” (rear) Schmidt TH Line wheels shod in 205/40 rubber that you see on the car now, and we have to say that they suit the stance, lines and age of the car perfectly.


    This is not a car created with a blank cheque book; it is a car with tons of sentimental value to the owner and gradually improved over time with the help of friends and family. It’s been built to drive and to enjoy, it doesn’t sit in a garage or on a trailer and we love the fact that whilst Nick put his own stamp on it he’s taken a wholly sympathetic approach in his choice of modifications. Now it’s finally complete all he plans to do is simply drive it. “It has taken a lot of effort to get the car to where it is today but it was a journey which has led me to meet a lot of fantastic friends and I wouldn’t trade it for anything else. The car is a big part of me and something I am most definitely proud of.”


    Along with the life lessons and skills that a father teaches a son, there are also certain material things that you pass down – like a tool kit or, in Nick’s case, a dream car. In these increasingly disposable times, fewer and fewer items are worth saving and giving to your children, so we hope Nick sticks to family tradition and passes his treasured 325iS to his own son or daughter.

    DATA FILE #BMW-325iS #S52 air-ride #E30 / #BMW-325iS / #BMW-325iS-S52-E30 / #BMW-325iS-S52-Air-Ride-E30 / #BMW-325iS-E30 / #BMW-E30 / #BMW-E30 / #S52B32 / / #BMW-S52 / #Bimmerworld / #Getrag-260 / #BMW /

    ENGINE 3.2-litre straight-six #S52B32 / , 21.5lb injectors, 3.5” #Euro-MAF , 3.5” #Bimmerworld-Silicone intake boot, air-con and power steering delete, #M42 radiator, TMS remap, Condor Speed Shop engine mounts, custom longtube headers and 2.5” exhaust including #Vibrant race resonator; shaved, tucked and resprayed engine bay

    TRANSMISSION OEM #Getrag 260 five-speed gearbox, #Sachs-HD clutch, #MWorks-Garage custom transmission crossmember, #Condor-Speed-Shop Speed Shop transmission mounts, lightweight flywheel

    CHASSIS 8.5x16” (front) and 9.5x16” (rear) #Schmidt-TH-Line wheels with 205/40 (f&r) Nitto Neogen tyres, #Air-Lift universal front struts, #Air-House II rear bags, #Bilstein rear shocks, #AutoPilot V2 management including five-gallon tank and #Viair-400C compressor, drilled and slotted brake discs and Hawk pads, brake booster delete, E21 master cylinder, tucked brake lines, stainless steel braided clutch slave line

    EXTERIOR Later model front valance, iS front spoiler and bootlip, smoked Euro Smiley headlights and side repeaters, all red tail-lights, #Zender rear valence, #Shadowline trim

    INTERIOR Nardi Classic steering wheel, custom stitched #M-Tech-style gear knob and gaiter, Coco mats, #Dynamatted back seat and boot

    THANKS All of my good friends in BHC, and those that had a hand in the build, my father and Anthony at ASC Autoworks

    Front end, like the rest of the car, is incredibly clean, with a late model valence and iS front spoiler. #AutoPilot-V2 management offers eight presets and countless options; gorgeous 16” Schmidt splits suit the E30 perfectly.

    The car is a big part of me and something I am definitely proud of.
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