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    BOOST MODE #Stunning 610 whp turbocharged E36 M3 turns up the heat. Cars are meant to be driven and it was that realisation that took this E36 M3 from mild to wild.

    JUNKIE BOOST Words: Elizabeth de Latour Photos: Patrick Lauder

    Dean Yarza never intended for his E36 M3 to turn out this way. He’d always wanted one, that much he did know, and finally owning one was the fulfilment of a high school dream, even though it followed a modified E46 M3 ZCP. You might have thought that his former car would have been the keeper, the big one, because it was an E46 M3 after all, but life’s not always that straightforward. That Dean has been dreaming about owning an E36 M3 since his high school days is no surprise; this is a man who, briefly, owned a hand-me-down E21 323i as his first car and who admits to having been interested in BMWs since first being able to drive.

    The Carbon black 2005 E46 M3 that he purchased in 2006 was where his BMW journey began proper, Dean having experimented with numerous vehicles prior to that. “I’ve basically modified everything I’ve owned since high school, giving in to the typical sickness the everyday car nut suffers from and I do not discriminate when it comes to the hobby,” he grins. This explains why his car ownership history includes an Acura Integra on nitrous, a couple of Saleen Mustangs and a Saleen Cobra, all of which ended up running over 500whp courtesy of aftermarket superchargers, a Ford F150 truck and even a couple of Yamaha R6 bikes. It’s a varied, colourful automotive past in which Dean has sampled all manner of modified machinery and that most certainly did not stop when the M3 entered his life. “I modified it with all the NA boltons including long tube exhaust manifolds, performance pulleys, air filter, 4.10 gearing and a performance tune. The exterior was also fitted with the full line of Vorsteiner VSL pieces – front bumper, rear deck lid and diffuser. 19” BBS LM rims and a Brembo GT brake kit were also installed,” completing what sounds like a thoroughly sexy and sorted M3. So why the switch from 46 to 36?

    “After parting with my E46 M3, I yearned for another M and, more importantly, something to give me purpose, spending hours on forums researching and purchasing parts. At the time, it was the perfect platform to satisfy the need to handle, perform, and modify while being fairly painless to attain,” explains Dean though, in truth, the E36 did almost put the brakes on his modding addiction but, as we all know, you just can’t fight it…

    “As many E36 owners know, it’s a bit tough to find them in a non-abused state in today’s market,” he says, and he’s not wrong. “After failing to find one to my liking for a few months, I put out a wanted add online and, amazingly, received a response for what was almost exactly what I was looking for. Prior to my search, I’d curbed my expectations, accepting the fact that these cars are close to 20 years old and I wasn’t going to find a gem. My initial want was just for a clean-titled, decent paint/interior M3 knowing that 90-110k miles would be the norm. What appeared in response to my add was a single-owner, excellent condition M3 with only around 33,000 miles, completely stock, still with the break-in instructions applied to the windscreen, as well as the original window sticker still in the glove compartment. It was far too pristine but in no way would be passed up.” That sounds like a once in a lifetime find to us and it would have been very silly of Dean to turn down the opportunity to own such an immaculate car, but it was the car’s virgin state and lack of miles that presented Dean with a bit of a quandary. “Prior to finding one with such low mileage, my plans were night and day from what the car is now,” he says.

    “I initially only wanted something I could drive every day and everywhere, occasionally having weekend duty for spirited driving in the hills. To do this, I planned nothing more than a capable coilover set and a nice wheel and tyre combo. In a way, I just wanted a cool car I could really beat on and not care too much about,” but obviously that couldn’t happen now and a different approach to the whole ownership and modding outlook had to be taken. In fact, as we mentioned earlier, Dean wasn’t even sure whether modifying was the right thing to do. “As I did not plan to find such a low mileage/collector type of car, it was a tough decision to modify,” he says, before adding “ but eventually the bug got the better of me,” and so things began to happen.

    Suspension and wheels came first, as per his original plans; “Knowing that I did not participate in high performance driving/autocross events, I was looking for something simple in terms of handling and comfort,” Dean explains. “The Bilstein PSS9 kit fits this bill as it is a basic coilover setup which is not too aggressive while offering, in my opinion, one of the most comfortable rides for a coilover while still improving handling capability. Along with this, I’ve also chosen a set of Dinan front and rear strut braces and a BMW X-brace, which is found as standard on the M3 LTW.” Handling benefits aside, the adjustable ride height of the PSS9s means that Dean has been able to dial-in his perfect stance and the drop he’s gone for is serious; those front arches are a hair’s breadth above the rubber while at the rear he’s got the tyres tucked just past the edges of the lips and the result is spectacular.

    As far as his wheel choice is concerned, for many BBS fans it’s the holy grail for both modern and classic BMWs alike and a wheel he has a lot of love for. “It was only fitting that for a classic M3 I’d want to stick with classic wheels. My favourite wheels for the BMW have always been BBS LMs, I feel you can put these on any car and drastically improve the look, especially European applications. I owned a set on my E46 M3 and had nothing but positive experiences with them in regards to looks, performance and strength. You get what you pay for with wheels and in my eyes, they are half of the car. I did consider other wheels but this was very short-lived, I was set on LMs for my build. It turned out to be very difficult to find a set, though, as 18s were much harder to come by than the typical 19” and above. Luck still was not on my side which forced me to become a little more creative and experiment with a set taken from a Honda S2000. This presented a bit of a challenge as the offset and PCD were different but after some research I found a local wheel customisation shop which was able to adjust bolt pattern as well as offset to get them to fit correctly.”

    It’s safe to say it was worth the effort as the LMs look so good on the E36, as they do on just about any BM, and here they’re finished off with a BBS stud conversion kit and those iconic red centre caps.

    That’s all well and good, but the real reason we’re here is for what’s under the bonnet and it took a bit of a personal revelation for Dean to make the huge leap from mild NA mods to off-the-scale, full-on forced induction fury. “I found deals on the basic bolt-ons such as a Dinan CAI and Dinan exhaust and the car stayed in this state for quite sometime as I did not want to overly modify it, risking an adverse affect to the car’s value considering its mileage.

    Eventually, realising that cars are meant to be driven and I would not be satisfied until I had it the way I wanted, I decided to open the floodgates and enjoy it while I have it,” he says and this is definitely the right philosophy. “After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build, beginning with the actual turbo, a Garrett GT35R and SPA T3 manifold, fuel components, Cut-Ring head gasket, and Zeitronix data logging gauges and equipment, the essentials I needed to get started. After a year acquiring these components – and then some – it was all installed in one shop sitting, taking a few months to complete.

    “The car was taken to David Tran at 4B Auto in Santa Clara, CA; David is known to have built some of the fastest turbo E36s around with upwards of 1000hp, so I knew I was in good hands with this build,” says Dean. “The motor was disassembled, having to remove the head for resurfacing, while upgrading the head studs with an ARP2000 10mm stud kit. From there, the stock head gasket was also upgraded to an 87mm Cut- Ring head gasket. When the head returned from resurfacing, the SPA T3 turbo manifold was mounted while the Vanos was also rebuilt and the head was finally ready to install. Once the engine was reassembled, various changes were made including upgraded fuel components such as a Rally Road high-flow billet fuel rail, 115lb high impedance injectors, and an Aeromotive adjustable fuel pressure regulator. The intake manifold was also swapped for an M50 model for better flow. Impressive to say, the engine was able to fire up at first attempt with no hiccups. David’s engine work was one of the smoother processes throughout.”

    High praise indeed and there’s nothing better than a true turn-key conversion that just works, especially after such a huge amount of work. A quick glance at the engine spec is all you need to know that this is a serious performance project but all that research and time spent on it was absolutely worth it.

    It enabled Dean to pick the best components and the ones best suited to helping him achieve his end goal, and all that work has yielded some astonishing numbers. Peak power now stands at 610whp, which is around 700hp at the crank however you like to do your calculations, and is backed up by 571lb ft of wheel torque, both serious numbers and definitely plenty to be getting on with.

    Obviously, as well as the suspension upgrades that were carried out before Dean let loose, the chassis and transmission have received further modifications to be able to cope with that huge increase in output over stock. First of all, there’s a big brake kit in the shape of Brembo’s GT kit and before we even get onto the specs those red calipers are just killer and work perfectly alongside the red detailing on the LMs and against the white bodywork.

    They do, of course, deliver on the braking front too, but then you’d expect nothing less with four-pot calipers and 355mm discs stationed up front and only a fractionally smaller pairing located at the rear. As far as the transmission is concerned, Dean has bolstered the ZF five-speed manual gearbox with a selection of UUC components, including a twin-disc flywheel/clutch combo, steel clutch line, and short shifter, all of which combine to allow it to far better cope with all that power and torque.

    What we really love about Dean’s E36 M3, and we love everything about it, is the fact that, really, there’s no way for you to know just how much power is lurking beneath that pristine white bodywork. Obviously it’s not a stock car, but he’s kept all of the styling within the spectrum of normality and as a result there’s little to suggest that this might be nothing more than a lightly breathed-on older M3. “My intention for the exterior was something not too aggressive; basically maintain the stock look and body panels yet add some touches to give a slightly more aggressive look,” and we’d say it’s mission accomplished. Euro lights have been sourced from ECS Tuning and fitted all-round, along with a set of ZKW HID projector headlights; a Max Velocity RS front lip sits beneath the front bumper for a hint of extra aggression, while at the rear there’s a Mateo Motorsports diffuser and a sexy UUC adjustable carbon spoiler. The interior has been kept largely standard, bar the addition of numerous gauges and a few minor tweaks that enhance what was already there. The Vader front seats, finished in Mulberry-colour leather, have been left alone and Dean has added some M3-logo’d mats, a customwrapped Euro three-spoke steering wheel and MT Shift Boots alcantara gear lever and handbrake gaiters to complete the look.

    Four years of ownership are what it’s taken to bring the E36 to this level and while it has clearly been worth the effort, there has been a lot of it involved in getting the car to where it is. As Dean himself says “I currently have no plans for a next car, other than possibly a modern 5 Series daily driver. At this point, I may have exhausted all energy to even think about starting yet another project,” and that’s something we can all relate to it, that feeling of near-exhaustion when you’ve “finished” a project, or at least got it to the next stage of its evolution. Of course, this M3 has not finished evolving, not in the slightest. “A contingency plan is actually already in place,” says Dean.

    “Simultaneously with the turbo install, I have also been working on a fully-built spare motor capable of 1000hp, which was also completed about the time the turbo install was competed. Also on hand is a full drivetrain upgrade, which includes a Euro six-speed 420 Getrag transmission, DSS six-bolt 1000hp driveshaft, upgraded rear axles, and a large case 210mm limited slip differential from a 1990 BMW 750iL.

    The only future decision to be made now is which turbo and manifold configuration to fit. With the upgraded turbo and motor, the car should be able to generate and handle even more power with ease. If any mishaps were to occur, these components are ready, that is if impatience does not get to me first and I proactively go ahead with the swap.”

    That’s a very sensible approach to take with a completely unhinged project, and we whole-heartedly approve. Dean’s E36 is pure performance: there’s no frivolity here, it’s full-on, focussed and furious with it, and we love it.

    “After the basic bolt-ons, the turbo research began brewing and opened up a whole new world. For one whole year, I began researching and stockpiling the turbo components needed for my build”

    TECHNICAL DATA FILE #BMW / Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #BMW-M3-Turbo / #BMW-M3-Turbo-E36 / #Garrett / #BMW-3-Series / #BMW-3-Series-M3 / #BMW-3-Series-E36 / #BMW-3-Series-M3-E36 / BMW

    ENGINE 3.2-litre straight-six #S52B32 / #S52 / #BMW-S52 , Cut-Ring 87mm head gasket (stock compression), #ARP2000 head studs, #Garrett-GT3528R dual ball-bearing turbo, #SPA-T3-turbo manifold, 610x305x76mm front-mount intercooler, #Tial 50mm blow-off valve, Tial 44mm MVR wastegate, M50 intake manifold, #Mishimoto coolant overflow, Mishimoto performance aluminium radiator, #Steward high-performance water pump, RK Tunes E85 turbo tune and MAF, 115lb high impedance injectors, Rally Road high-flow billet fuel rail, Aeromotive adjustable fuel pressure regulator, Vibrant intake filter, custom fabricated 3” stainless steel down pipe and exhaust system, #Vibrant turbo muffler, #Radium-Engineering oil catch can, #Radium-Engineering 12 micron fuel filter, Racetronix Fuel Pump wiring harness, Walbro 485lph fuel pump

    POWER AND TORQUE 610whp, 571 lb ft wtq

    TRANSMISSION Five-speed #ZF manual gearbox, UUC twin-disc flywheel/clutch kit, #UUC steel clutch line, Rally Road clutch pivot pin, #UUC-EVO3 short shifter with double shear selector rod, #Vorshlag polyurethane transmission mounts

    CHASSIS 8.5x18” (front) and 9.5x18” (rear) #BBS-LM wheels with 235/40 (front) Hankook Ventus V12 Evo2 and 255/35 (rear) Toyo Proxes R888 tyres, BBS red centre caps, #BBS stud kit, #Bilstein-PSS9 coilovers, Vorshlag polyurethane engine mounts, #Dinan front and rear strut braces, #BMW OEM X-brace, #Brembo GT BBK with 355x32mm two-piece discs and four-piston calipers (front) and 328x28mm two-piece discs and two-piston calipers (rear), #Hawk HPS brake pads (front and rear)

    EXTERIOR Alpine white, ZKW HID projector headlights, ECS tuning European front clear corners, side markers and rear lights, Max Velocity RS front lip, Mateo Motorsports rear diffuser, UUC three-way adjustable carbon fibre spoiler

    INTERIOR Custom wrapped European three-spoke steering wheel, MT shift boots Alcantara gear lever and handbrake gaiters, Rally Road steering column dual gauge pod, LeatherZ centre gauge pod, Turbosmart Eboost2 boost controller/gauge, #Zeitronix ZR-2 wideband AFR, ECA-2 ethanol content analyser, ZR-2 boost and ZR-2 fuel pressure gauges

    Hard-pipe-mounted Tial blow-off vlave.
    Turbo is hidden away, only the air filter is visible in the engine bay.
    Interior home to various gauges plus Alcantara gear and hand brake gaiters.
    Gorgeous 18” BBS LMs and #Brembo-BBK .
    Up front, HID projector headlights with angel eyes.
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    Car - #Audi-R8 #Stunning , 625bhp V8. With a supercharged 4.2 V8 and an evil-sounding Capristo exhaust system, other performance cars can’t touch this stunning R8...

    With early #4.2-FSI R8s popping up for around £40k these days, they make a very tempting proposition for any tuner. And when you run your own high-end tuning company, then Audi’s top line sports car is always going to be at the top of your hit list. The founder, and CEO of Autovox, the Singapore distributor for Abt Sportsline, Brinal Chau has a history of taking interesting cars in a down-at-heel condition, reviving them and turning them into something special. So when he started to work his magic on the R8, his friends and employees just knew that the end result would be worth waiting for.

    “The R8 had seen better days when I bought it,” he recalls. “Its white paintwork was even showing signs of fade from being left out under the hot Singapore sun. Also, the various aftermarket tuning bits that had been fitted to it were not of the highest quality.”

    The first item in his bucket list was a colour change. There is always a temptation to paint a show car in a lairy colour that looks good in the magazines, but such colours are usually not a positive feature at sale time. After a lot of soul searching, Grigio Estoque, a Lamborghini Aventador colour, was chosen. This shade of metallic grey suits the R8’s shape, does not hide details like intakes and carbon fibre styling parts, and is not a controversial shade for a potential buyer. The glass-out re-spray was done to perfection by Chris Lim of Colorworx. Then Autovox fitted the Hofele Design carbon fibre front splitter, which matches the rear wing, rear underbody diffuser, and the side blades, incorporating larger air intake scoops that had been fitted by the previous owner.

    A priority was to pare around 100kg from the R8’s kerb weight, an exercise that the Autovox team carried out with ruthless efficiency. The first things to go were the heavy electric sports seats, to be replaced by a set of R8 GT carbon fibre race-style items, which immediately saved 30kg.

    These seats were acquired by pure chance. “A friend of mine had bought them at great cost, planning to install them in an R8 he was going to buy,” Brinal explains. “But he didn’t buy the #R8 in the end and found himself with a pair of expensive seats taking up space in his garage. Let’s just say that we came to a mutually beneficial arrangement,” he says with a big grin. A further 16kg was saved using a lightweight motorsport Lithium Ion battery, and 20kg was peeled off when the steel brakes were replaced by the Alcon carbon-ceramic brake kit.

    “I wanted to use the Perspex rear window from the #Audi-R8-GT , and located one for a very reasonable price because it bore an almost indistinguishable mark that was unacceptable to its ultra fussy owner,” says Brinal. “But when I found out the price of the OE carbon fibre engine cover that went around it, I canned the idea. This was a great pity as taking weight out of the rear of the car, especially high up, is a distinct advantage. “While forged wheels are normally lighter than the factory ones, the fact that we have gone from 19 to 20-inch diameter negates most of that saving once the larger tyres are also factored in,” Brinal explains. “These 9 and 11x20-inch three-piece forged wheels are made by Nutek, another of our product lines, and are wrapped in 245/30ZR20 and 315/25ZR20 Michelin Pilot Sport rubber.” That’s some serious rubber at the rear.

    “Nutek specialise in designer alloy wheels with bespoke finishes, so you can have pretty much what you like built to order,” he continues. “In this case, the faces of the spokes feature a matt black finish with gloss black on the rest of the wheel. This is called a ‘Tuxedo’ finish since the contrasting matt and gloss black is akin to the body and lapels of a tux. Carbon fibre trim inserts were also specified for this set of wheels.”

    Forged or not, three-piece wheels are always heavier than their monoblock counterparts, so a fraction of this extra weight is offset using ultra-light titanium wheel bolts in a matching matt black finish.

    “Excessive wheel balancing weights on alloy wheels are a pet hate of mine,” said Brinal. “It annoys me that many tyre fitters simply pile on more weights when a wheel/tyre combination is way out of balance rather than taking the trouble to deflate the tyre and shift it round on the wheel to even things out as a starting point,” he says.

    Autovox is the local distributor for KW, so the Hummingbird benefits from a #KW V3 fully adjustable coilover suspension kit, set 30mm lower than stock. The KW HLS2 front-lift kit is also fitted to help the car keep its front spoiler away from car park ramps in urban Singapore.

    Despite being the entry-level R8 model, the 420bhp 4.2-litre V8 is a lusty motor out of the box. But the previous owner wanted more power, and had a PES G4 supercharger kit installed.

    The supercharger is a 2.3-litre #Whipple-140AX twinscrew unit set to produce a boost pressure of 11psi. Charge-air-cooling is achieved through an independent air/water intercooler system using three coolers up front. With the requisite ECU remapping in place, the result is a 50-percent increase in power and torque. “There were a few small issues with the installation, and some ancillary components were not up to our standards,” said Brinal. “We managed to sort all the issues out, and now the motor delivers the claimed 625bhp and 690Nm of torque.”

    Capristo is another line imported by #Autovox , and their latest R8 sports exhaust system with X-pipe arrangement for the rear silencer was fitted to lower backpressure and balance the exhaust pulses of the bent-crank V8 motor.

    This beautifully crafted stainless steel exhaust has a sound valve system whose settings can be altered by remote control, and provides a more high-pitched, less bass profundo soundtrack, which some would say is in more keeping with a mid-engined super sportscar. With the OE R8 GT sports seats setting the stage for the interior, Brinal turned to Auto Image’s Joleen Ong, whose team of experienced trimmers soon had the complete interior covered in OE grade Alcantara with red stitching. The effect is similar to the Lamborghini Gallardo Superleggera interior, and the quality of the work is so convincing that I initially thought it was a special order factory interior.

    A nice finishing touch for the cabin is the carbon fibre trim package fabricated by Tommy Wong of Robson Design, who also neatly incorporated the red ‘R8 Hummingbird’ script into the carbon-fibre doorsill plates.

    Getting into the lowered R8 over the high sides of the race seats is not that difficult, but getting out is, especially when you have sampled the serious g-forces this car generates under hard acceleration, cornering and braking!

    I have driven several supercharged #Audi V8 and V10- powered R8’s in recent years, and can attest to the fact that this brand of forced aspiration particularly suits the character of Ingolstadt’s finest.

    The great thing about a supercharger is the instant throttle response and linear torque curve it produces. Thus, this car feels like a stock R8 in character, but with the punch of an extra 2.5-litres of displacement behind it. It means that you can upshift sooner for better economy in stress-free normal driving, and third gear is just fine when coasting along in town traffic.

    However, when you want to experience the full Monty, be prepared for the massive torque curve to pin you back in your seat. This is a great car for playing that old game where you ask your passenger to try and grab a Post It note stuck to the dashboard. Be in no doubt that without the superb traction of the quattro 4WD system, you would burn through the rear tyres very quickly indeed.

    Thankfully, this is not a particularly loud car to be in for normal driving. The forced induction muffles the intake noise and the Capristo exhaust has been very well judged acoustically. Thus, the mechanicals behind your head are not in the least bit intrusive when you are just cruising along at 70mph on a light throttle. However, the #Audi-R8-supercharged Hummingbird’s Jekyll and Hyde nature comes to the fore when you drop the hammer. Then it shows it can growl and scream with the best of the Italian mid-engined crowd, a #NASCAR grade bent-crank V8 rolling thunder fundamental note underpinning the supercharged motor’s serious performance credentials. It’s insane – and highly addictive to boot!

    When it comes to creating bespoke turnkey cars for their clients, Autovox is up there with the best. Their team has the knowledge and experience to map out a project and see it through to a successful conclusion. And as I have seen with a couple of Autovox show cars over the years, and yet again with the spectacular R8 Hummingbird, Brinal and his team can even bring a tired warrior back to life.


    Car #Audi-R8-4.2-V8-FSI

    Engine - 4.2-litre #V8-FSI , PES G4 #Whipple supercharger system, comprising inlet manifold, charge cooler, heat exchanger radiator, water pump/reservoir, uprated fuelling, pulleys belts and hoses, ECU recallibration, #Capristo exhaust with remoter controlled valves.

    Power - 625bhp, 690Nm (claimed).

    Transmission - 7-speed S-tronic.

    Brakes - Carbon-ceramic 380mm discs with 6-pot calipers up front.

    Suspension - KW V3 coilovers set at -30mm and KW HLS2 front lift kit.

    Wheels and Tyres - Three-piece forged 9x20in and 11x20in Nutek wheels with 245/30ZR20 and 315/25ZR20 #Michelin Pilot Sport rubber.

    Exterior - Painted Grigio Estoque (Lamborghini Aventador colour), Hofele Design carbon fibre front splitter, which matches the rear wing, rear underbody diffuser, and the side blades, incorporating larger air intake scoops.

    Interior - R8 GT seats (save 30kg), full retrim in Alcantara with red stitching, carbon fibre interior package.

    Tuning Contacts Autovox Singapore www. autovox. net
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