Toggle Sidebar
News Feed

Currently filtering items tagged with #Schroth


  • Post is under moderation
    What goes around comes around, so they say, and Nickel Mohammed’s ever-evolving M3 comes around more than most - it’s always changing and we had to catch it quick before it changed again… Words: Daniel Bevis Photos: #C3Photography .

    BOLT FROM THE BLUE Turbo wide-body E46 M3 Cab

    The old saying that ‘lightning doesn’t strike twice’ is a load of toffee. It’s not just possible that lightning will strike the same part of the Earth more than once, it’s basically inevitable; whether it happens within a five-minute span or twenty million years apart, every square inch of the planet gets it full in the face at some point, and then again, and again. And so it is with a certain sense of inevitability that, in the same vein, feature cars can also strike twice. Regular readers may be squinting at this boisterous E46, trying to figure out where you’ve seen it before… and to answer that niggling query, you recognise it from the cover of our January 2014 issue. But fear not, it’s really quite different now to how it was then. You don’t just walk into a Performance #BMW feature you know, these things have to be earned on merit. And Nickel Mohammed’s shouty M3 has earned another spot here thanks to its constant evolution and mould-breaking styles.

    So how’s it different now? Well, for one thing it’s significantly less powerful. No, wait, come back! This is a good thing – you see, last time we saw the car, its turbocharged S54 was running 800hp, but Nickel’s since detuned this to a rather more manageable 630hp (which is still frickin’ loads), as the car is developing in line with his driving style, as well as to suit the chilly climes of New York City. There’s no point boasting a flag-waving horsepower figure if all of those rampaging ponies are uselessly spinning themselves away at every corner, is there? Definitely far better to have a robust stable of usable nags.

    But let’s not get ahead of ourselves. We’ll begin at the beginning, shall we? “I purchased this car brand new, and back then you had to be put on a waiting list,” he recalls. “I signed myself up, and six months later the car was shipped… the wrong car in the wrong colour! I wanted a silver convertible, and they delivered a black coupé. But determination is a damn thing – I said to them OK, put me back on the list, I’ll wait.” And when the desired drop-top did eventually arrive, was Nickel keen to start tearing into the thing according to some grand overarching modification plan? “To be honest, no,” he shrugs. “Not at all in fact, I reckoned I’d keep it stock. The thing was expensive! And I was still young, I couldn’t afford all that stuff. Although I did try – 20” rims and so on, all those terrible choices I made!” Ah, the impetuousness of youth. Inevitably the M3 was going to end up modified, it was all part of cosmic destiny. It just took a little time for the car to find its way.

    “I’ve built it up and changed it so many times in different directions, the timetable’s kind of all over the place,” he says, when we try to pin down the chronology. “I knew that the mechanical stuff had to be done first, and that started with the engine back in 2011…”

    This was no half-hearted undertaking, with Nickel throwing every one of his chips on the table to get the car ideologically transformed by the lunatics at #HorsepowerFreaks . Their revered Stage 3 turbo conversion brought the howling S54’s peak power up to a stupendous 800hp. These bolt-on kits require no cutting, wiring or welding, and are designed for durability as well as awesome power. But what else would you expect for $30,000+?

    Don’t go thinking ‘bolt-on’ means ‘simple’ though. Engineering a car to run these sorts of numbers is a thoroughly in-depth task – hence the cost – and it took HorsepowerFreaks around a year to build up, test and refine Nickel’s motor. But that fastidiousness of engineering has paid off, as the built motor has held up strongly since. “I drive cars hard, I drive them till they break,” he laughs, “but the only thing I’ve wanted to change on the engine in all this time is adding the AEM Infinity ECU - that thing is superb, a learning computer; I mean, big-ups to those techs that take the time to build these things that adapt to your driving!”

    This attention to cleverness carries on beyond the engine and into the chassis. The suspension offers up an intelligent middle ground between coilovers and air-ride, comprising #KW Variant 3 coilovers with their cunning Hydraulic Lift System, which offers instant ground clearance at the touch of a button. “I wanted to run the car low enough to drive the city streets of NYC - which are terrible - but still be able to raise the front of the car to clear driveways and speed bumps,” Nickel explains. “In all honesty I feel KWs are the best thing made for this car when it comes to suspension.” The last time this car appeared in these pages it was running full air-ride, so you know this is a considered opinion.

    The wheels come from famously pricey custom house, Luxury Abstract. “I’ve had so many wheels before, but these Grassor- Rs were just built for this car,” he grins. “The NeoChrome finish is a neat effect, tying into the Lamborghini pearl paint, and the width and depth really accentuate the body structure.” And you can’t really miss that body, can you? The wide arches are custom hand-fabricated in steel, 1.5” wider at the front and 2.5” out back, thanks to the craftsmanship of Martino Auto Concepts in Long Island. The extra girth is augmented by a V-CSL front bumper and carbon-fibre ducktail boot lid from Vorsteiner, further enhanced by the addition of a Brooks Motorsport Elite carbon wing, along with a set of carbon-fibre side skirts.

    The interior has also been comprehensively re-worked since we last saw the car. Inside, you’ll find a pair of fully reclining Manhart #BMW Performance race seats, important for Nickel as, in his own words, he’s sucker cruising with the seat back and the music up, which brings us neatly to that impressive audio install. “I always wanted an empty trunk to carry bags in, so I removed the existing music and had my electronics sponsor build me a system that would not only look superb, but sound phenomenal and not take up any trunk space. I had my rear seats taken out and my racing harness looks like it’s actually going into my audio system. That was an idea I came up with because I didn’t want to fit a roll cage to the rear of the car as it wouldn’t look as clean and it would be too bulky.

    “There are a lot of stylistic paths you can follow, it takes a lot of time and due diligence,” Nickel reasons. “You have to research, figure out what has been done and what you can do to make it your own. That’s the key to building a car, how do you make it your own; how does it reflect your personality? That has to come from within.

    You have to choose, but that’s why you go on the Internet and talk to your friends and family, and even your techs and people that work on your cars and filter information to help you make your choices. I must have a form: function car. Can’t have a monster in the closet and not be able to let it out because you’re scared that it may attack you! Cars are meant to be driven, and yes they break - you fix it and do it again.”

    Admirable sentiment, and it really helps to illustrate the power behind the build. Yes, this car’s an internet-breaker, but Nickel hasn’t just been ticking boxes on the scenester checklist. The fact that it’s such a personal thing is also key to why he changes the spec so frequently. He’s been cherry picking parts from the aftermarket for a decade now, as well as commissioning his own, and Nickel’s not showing any signs of stopping yet – as long as there’s air in his lungs, this M3 will keep evolving.

    “You’re never done with a project, not ever,” he says. “There will always be new technology, things that you’ve seen and never got a chance to do.” We ask what his favourite part of the car is right now, and he laughs. “Man, there’s not one part of it that I like more than another, because from the top to the bottom it’s my personality, you know? I love it all. And the key to having a dope build is being able to get in and just have a drive. That’s what it was made for. It’s tuned for cruising NYC.” Damn straight. Nickel’s currently working on his E30 M Tech II Convertible, but we all know that the E46 is his baby. It’s been his from new, through thick and thin, and it’s not going anywhere. Lightning will keep on striking.

    DATA FILE Turbo #Wide-Body / #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-Wide-Body-E46 / #BMW-M3-Wide-Body / #BMW-M3-HPF-E46 / #BMW-M3-HPF / #AEM / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-M3-tuned-E46 / #BMW-M3-tuned

    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #HorsepowerFreaks ( HPF ) #HPF-Stage-3-turbo-kit , #HPF-titanium-exhaust-system , #AEM-Infinity-ECU , #HPF carbon-fibre intake ducts, HPF methanol injection, #Rogue-Engineering oil filler ca. Six-speed manual gearbox, E31 850i clutch components with #HPF-Feramic-Stage-3-clutch , #OS-Giken-Super Lock Spec-S LSD, #UUC-Motorwerks engine and transmission mounts

    CHASSIS 11x19” (front) and 13.5x19” (rear) #Luxury-Abstract-Grassor-R wheels with 245/35 (f) and 305/30 (r) tyres, #KW-Variant-3 coilovers with #Hydraulic-Lift-System, #HPF-330-subframe reinforcement plates, #HPF carbon fibre strut braces, HPF under braces, #Powerflex race subframe bushes and trailing arm bushes #StopTech #BBK with six-pot calipers and 380mm discs (front), four-pot calipers with 355mm discs (rear)

    EXTERIOR Custom steel wide-body, Lamborghini #Blu-Cepheus-paint (three-stage pearl), #Vorsteiner-V-CSL front bumper and ducktail boot lid, #Vorsteiner-GTS3 carbon-fibre side skirts, custom E30 M3 bonnet hinges, OEM BMW hardtop, custom dual-xenon headlights, #Brooks-Motorsport Elite carbon-fibre rear wing with #NeoChrome brackets

    INTERIOR Manhart #BMW-Performance race seats, #Schroth harnesses, AEM fuel pressure and 100psi oil pressure gauges, rearview mirror gauge interaction, Kenwood 6.95 double-DIN DDX9902S head unit, JL Audio Monoblock HD1200/1, JL 4-channel amp, JL Evolution C3, JL 12” subwoofer, custom audio box with moulded plexi and LED lighting trimmed in OEM BMW leather, Rydeen reversing camera

    THANKS #Motorcepts (Master Tech), Intrack Tyres, #S&R-Paint , #NeoChrome , #Luxury-Abstract
    Stream item published successfully. Item will now be visible on your stream.
  • Post is under moderation
    4.6 V8 1 SERIES Totally transformed 135i

    SLAKE THE INTERNET

    What started out life as an unassuming 135i is now a fire-breathing, 1M-kitted, 4.6 #V8-powered beast.

    It’s an inescapable fact of modern modifying that if your car becomes known online, everyone will have an opinion on it. But this is a good thing – use the love as inspiration, use the hate as fuel, and keep pushing forward… Words: Daniel Bevis. Photos: Courtney Cutchen.

    “People have very interesting reactions to my car, it sparks a lot of discussion,” says Marco Svizzero, the chap standing proudly beside this rather perky little 1 Series. “It’s an entirely modified bastard, and yet it still seems to appeal to the purists…”

    This is a pretty punchy way to set out your stall – after all, that quasi-mythical entity of ‘the purists’ is a notoriously hard bunch to please (although goodness knows why you’d want to try), so to shoo away the perennial spectre of internet hate by appealing to the very people you expect to annoy is something of a fortuitous crapshoot.

    Still, objectively – at least, objectively from a PBMW point of view – there’s nothing not to love about this car, given that it’s effectively an M3 stuffed inside a #BMW-1M-Coupé-E82 to create the ballistic #V8-1-Series that BMW didn’t think to experiment with. That’s a great way to get into our good books. “This was really my first big car build, and I never intended for the project to go so far,” Marco ponders with the measured consideration of somebody who’s been on a lengthy adventure and is struggling to come to terms with the notion of being home again. “It just snowballed, and once the project got some traction on the forums and partners like Revozport and Performance Technic got involved, it all went to another level.”

    This, of course, is the price of notoriety. Once news of your project starts to spread, and the myriad chattering keyboards of the internet start to throw a few opinions around, there really is only one way forward: go big. The ‘go home’ alternative just isn’t an option at this point; the world is watching, you’ve committed to something, you have to see it through. Your audience insists. You’ve got new fans now, they need to be appeased. And the haters? Oh, there’ll always be haters. They need to be figuratively smacked down with the iron fist of decisive action.

    “I chose a 135i as the base for my project as I really like the size of it,” Marco explains, “and I love how tunable the N54 engines are. It’s so easy to get reliable horsepower out of those motors with simple modifications.”

    You’ll have spotted, however, that the N54 straight-six is no longer in residence. That’s sort of the point of this car now. So what gives, why did Marco change his mind? “Well, as I was taking the car on track more and more, I started to run into heat issues,” he says, “so I decided to swap a V8 motor and M3 chassis into the car.”

    Okay. We’ll just let that sink in for a moment, shall we? It really is a masterstroke of lateral thinking, taking such a decision and following it through, and he’s earned the right to be charmingly self-effacing about it. Most people in this situation would have thought along the lines of ‘alright, we have some cooling issues, let’s look into revising the coolant system, maybe upgrade the radiator and intercooler and open up some more vents,’ but not Marco. Oh no. One suspects that he wanted to shoehorn an M3 inside his #BMW-135i-Coupe all along.

    “I wanted the instant throttle response of a naturally aspirated engine, as well as robust cooling and an 8600rpm redline,” he says matter-of-factly. Well, yeah, swapping in an E9x M3 under the skin is the obvious solution, isn’t it? It was foolish of us to even question it. Carry on, Marco…


    “The swap is so much more than just the motor,” he elaborates, as if trying to justify it to an irate spouse or suspicious bank manager. “It’s the M3 steering, the complete front and rear subframes including the suspension and axles, the diff, the brakes, and cool features like M Dynamic Mode.”

    And there, as the Bard might say, is the rub. If you were skimming through a forum post and looking at photos of Marco’s car, you’d be forgiven for thinking that the story here centred around a non-M 1 Series that had been converted to 1M aesthetics. And to a degree, you’d be right, as that is what has happened – what started as a stock 2008 135i bought from Craigslist soon ballooned into a broad and angry 1M clone, its strong look accentuated by the exemplary body addenda on sale from Revozport, its Raze series offering a lightweight bonnet, bootlid, carbon fibre roof (which neatly deletes the 135i’s sunroof), splitter, diffuser and GTS wing. But the body, as we know, is only half the story.


    The fun of building something like this, particularly something that’s so keenly observed online, is that there will always be ill-informed haters to bait. ‘It’s not a proper #BMW-1M ,’ they’ll say. ‘Why spend all that money on making a fake 1M when you could just buy a real one? Why pretend, why lie?’


    Marco takes all of this in his stride, with a wry smile and an eye perennially on the next phase of development. “No, it’s not a 1M, and it will never be one,” he says. “The only way to get a real one is to buy one. My car will not bear an M badge on the trunk!


    Besides, by crunching numbers for a partout and sale of my car and using those funds toward purchasing a 1M, I would have to add a lot of money on top for a very similar car.” But forget mathematics, that’s not why we build project cars. A car is just a big hole to throw money into, we don’t modify them because it’s sensible. No, the unspoken truth here is that Marco’s car isn’t a 1M because, well, it’s an M3. It just looks like a 1M…

    “When we started looking into donor M3s, they were still expensive here in the States so I actually ended up buying a car in the UK, which was dismantled and sent to me in pieces,” Marco recalls. “Once everything was sent over, Performance Technic began the build. The most difficult part was the wiring; Performance Technic has two BMW Master Techs – Matt Medeiros and Wing Phung – who tackled the project, and once the car was built we brought it to Mike Benvo of BPM Sport. Benvo cleaned up, coded and tuned the car – he is another very valuable partner in the entire project. His knowledge in coding is unmatched! These guys were extremely focused on making everything look and operate like a factory car, and I applaud them that they pulled it off.”


    As well as being OEM-quality in terms of all the buttons and gizmos, and thus eminently streetable, Marco was certainly having a lot of fun with his transformed 135i, with its 4.0-litre S65 under the bonnet and M3 underpinnings. Let’s not forget that this V8 isn’t a lazy rumbler like those of his domestic heritage; while Detroit thuds, Bavaria howls, and this engine is a proper screamer. “It really was just like a smaller, lighter E9x M3 – the naturally aspirated 1M I wanted to make all along,” Marco grins.

    Wait… “was”? “Yeah, I decided to go a bit over-the-top,” he laughs. “The S65 only weighs 15lb more than the N54 so the factory balance was still spot-on, but after a little while I swapped the motor out for a Dinan 4.6-litre stroker motor.” Well, you know what they say about how power corrupts. And absolute power corrupts absolutely. Marco seems to be pretty happy about that.


    “It really is my perfect BMW and I couldn’t be happier,” he beams. “I enjoy the car at the track, taking it to the major BMW West Coast events, rallies, and simply staring at it in my garage! It’s a car that when people see it at events, they stop and look at it – often for a long period of time. Even with the old-skool purists; I’ve received a lot of compliments from the older, more traditional BMW crowd.” This makes sense really, as it is a pure BMW at heart: a focused driver’s machine, and with nearenough undiluted factory DNA under the skin. It just happens to be suffering a smidge of body dysmorphia, that’s all.


    Again, this can be the price of notoriety. Marco’s car has always enjoyed the internet spotlight, from its early PR tie-in with Revozport to those fledgling days on the show scene before the hungry swarm of smartphone lenses, to Performance Technic’s high-profile endeavours to make the first V8-powered E82 in the USA. Then there was its triumphant Bimmerfest showcase on the Toyo stand, the countless online profiles, the numerous show awards, the online video reviews espousing its virtues as ‘the best BMW you could possibly build at any price’, the Time Attack entries, the world-first stroked S65 conversion… this car lives in a fishbowl, its every move observed and analysed. And every barbed comment that curveballs toward it gets knocked out of the park.

    We’ll leave the final thought to Performance Technic founder Joey Gaffey: “This car is a project that we all kinda fell in love with. It’s a project we thought was probably something the engineers at BMW Motorsport thought of themselves…” And that, in essence, is the thinking behind Marco’s original idea for the madcap swap, and also why the purists love this impure creation. It’s a car that #BMW should have built. Thanks to the ingenuity of these fellas, it now actually exists, albeit as a one-off. The internet demanded results, and it got ’em. What a time to be alive.

    I enjoy the car at the track, taking it to events and simply staring at it in my garage!


    DATA FILE 4.6 #V8 #BMW-135i / #BMW-135i-E82 / #BMW-E82 / #BMW-135i-V8-E82 / #BMW-135i-V8 / #BMW-135i-S65 / #BMW-135i-Dinan / #BMW-135i-Dinan-S65 / #BMW-135i-Dinan-S65-E82 / #BMW-1-Series / #BMW-1-Series-E82 / #BMW-E82-Dinan / #BMW / #CAE-Ultra / #VAC-Motorsports /

    ENGINE AND TRANSMISSION Dinan 4.6-litre stroker #S65 / #BMW-S65 / #S65B46 #V8 / #S65-Dinan / , #BPM-Sport custom tune with 8600rpm redline, #iND custom plenum, Dinan intake, Dinan pulley, VAC-Motorsports baffled sump, #Black-Forest engine mounts, #Akrapovic axle-back exhaust, custom X pipe, #Braille 21lb battery, CAE Ultra shifter, OEM M3 differential

    CHASSIS 10x18” (front) and 10.5x18” (rear) ET25 HRE 43 wheels with 265/35 (front) and 275/35 (rear) Toyo R888 tyres, M3 front and rear subframes including suspension and axles, #PSi-Öhlins Raceline coilovers, #Racing-Dynamics anti-roll bars, #Dinan-Monoball kit for front control arms, #Bimmerworld rear wishbones, Dinan adjustable toe arms, Turner MS transmission bushings, #Turner-MS aluminium subframe and diff bushings, Dinan carbon fibre strut braces, #Stoptech-Trophy-BBK with 380mm (front) and 355mm (rear) discs, OEM GT4 brake ducts

    EXTERIOR Full 1M body conversion, Revozport 1M Raze bonnet, boot and lip, carbon fibre roof, splitter with APR splitter supports, diffuser and GTS wing, Macht Schnell tow straps


    INTERIOR #BMW-Performance V1 steering wheel, gaiters and carbon fibre trim, #BMW-1M-E82 armrest delete, #Recaro-Profi-SPA seats, #Revozport #BMW-1M Raze doorcards with Alcantara inserts, P3 vent gauge, OEM 1M Anthracite headlining and pillars (for sunroof delete), #TC-Design harness bar, #Schroth six-point harnesses, #VAC hardware and floor mounts, Alumalite rear close-off panel


    THANKS Joey Gaffey, Matt Medeiros, Wing Phung and the rest of the team at #Performance-Technic , Charles Wan at Revozport, Mike Benvo at BPM Sport, Stan Chen at ToyoTires, Jason Overell at Targa Trophy, DTM Autobody and Sam at AutoTalent
    Stream item published successfully. Item will now be visible on your stream.