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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.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationWords Davy Lewis Photography Jape Tiitinen
NEED FOR SPEED
This #1989-Audi-Coupe has evolved into, probably, the fastest car on the streets of Finland, with a 0-62mph of 2.3secs, and over 1100hp…
Flying Finn – 1100bhp Coupe
Over 1100bhp from this #S2-engine’d monster
It all started back in the winter of 2010 when I bought the car,” explains owner, Henry Riihelä. “I had a 350hp Audi Ur-S4 at the time and was planning to start tuning it to the extreme. Fortunately, my friend and one of the current IMSA-Sipoo team members, decided to sell his already tuned Audi Coupe quattro to me. The Coupe suited me much better anyway because it’s much lighter.”
The engine had already been done and it’s testament to the quality of the build that it still runs the same forged internals that were fitted by the previous owner in 2010. Even more impressive when you learn that it’s currently running 1102hp and 1043Nm at 2.9bar! “That is the one reason I believe the engine is still in one piece with the same internals,” says Henry, “because I always take logs from the ECU when I drive it hard and adjust things if necessary – it’s saved me at least one catastrophic engine failure.” The Coupe began with a Holset HX40S turbo and made a very healthy 662hp and 775Nm at 2.7bar on what was then Shell V-Power 99. The spec remained for a couple of years with Henry doing about 30,000km in it.
“Then in 2012 I changed to E85 fuel and with the HX40S made 698hp and 746Nm at 2.1bar.” However, the turbo was maxed out. Even so, the car ran 100-160km/h in 2.85secs and achieved 100- 200km/h in 5.3secs. “It killed a couple of fast 911 Turbo Porsches on the street – they were sold right after that,” laughs Henry.
Next came an HX50 in 2013, which Henry admits was an error “I should have gone straight for an HX55.” Even so, with some Toyo R888s fitted to aid grip and the Tatech ECU upgraded from a 6 to a 32, the now 840hp and 860Nm Coupe did 100-200km/h in 4.6secs and 200-300km/h in 12.1secs. “It outran some fast bikes on the streets,” smiles Henry. “But the rear drive shafts started to bend, so a set of billet items were made.” Fast forward to 2014 and some CatCams were fitted, together with solid lifters, while the turbo was swapped for the more capable HX55. “It made much more power at the top end, but it made the same boost at lower rpms as the HX50, so it was all win,” says Henry.
The car made a best figure of 1019hp and 985Nm at 3.16bar, but it was driven at a less stressful 2.9bar giving around 950hp all summer. Henry continues, “The best races were against a 308whp turbo GSXR 1000 and a 303whp turbo Hayabusa. We did a couple of races from 80-300km/h – the GSXR lost and the Hayabusa runs were dead even. We were all shocked. Nobody thought that this little Audi would be that fast – including me.” That summer. Henry took the Coupe to a non-prepped drag strip where he achieved a 9.9sec quarter mile at 240km/h. “It was a very hot day and I had not tuned the car for that kind of weather (so was running a bit less power), but it was still a real 9sec street car on a non-prepped track and street tyres,” says Henry.
Also that year, the car did 0-100km/h in 3secs, 100-200km/h in 3.9secs and a standing mile event with a top speed of 337km/h (209mph) before he ran out of gears. It was here that Henry chose to upgrade to a PAR Engineering dog box and sequential shifter, which he says, “Was a big mistake.”
Sadly the season ended even before it actually started. “First #PAR-Engineering sent the gearset six months late and in my second full pull on the street, the main shaft broke – I was pissed. So we quickly made an IMSA Sipoo main shaft with a bigger chevy spline and have had no issues with that. But the summer had already turned to autumn and the weather was cold, limiting traction.” Despite the cold weather, Henry achieved 0-100km/h in 2.3secs, which is damn impressive. He also discovered he could get all four wheels to spin at 200km/h (124mph). He went on to lay down some epic times – 100-200km/k in 5.5secs and 80-120km/h in one second dead.
This brings us to 2015, where a few other upgrades were deemed necessary. “We fitted an FHRA-spec roll-cage – the goal was that the car should still weigh the same once it was fitted – 1240kg.” This entailed saving weigh elsewhere, which included a composite tailgate with polycarbonate window (-15kg); the sunroof was removed (-16kg); excess removed from interior (-15kg); lightweight race battery fitted (-15kg). At this point a Quaiffe LSD was installed up front to aid traction, while the piston pins were changed to heavy-duty items (the old ones were starting to bend) and the exhaust manifold swapped for a larger item. The cylinder head was also ported to the max and the intake manifold was tweaked with larger valves fitted. “On the dyno, with same HX55 hybrid as last year, but less boost (2.9bar) we made 1102hp and 1043Nm.
And that pretty much brings us up to the present day. “Nothing special was done for 2016,” says Henry. “We changed to a Wavetrac LSD at the rear and by the start of the summer broke the PAREngineering 3rd gear due to the malfunction of the SQS shifter. The shifter never really worked well, so I had to change the H-pattern back.”
“My goal was always to make it the fastest car on the streets of Finland – an ultimate sleeper. I think I’ve achieved that now,” says Henry. But he’s not done, not by a long shot. “For 2017 my goals are an 8sec quarter mile and to achieve 0-300km/h in 11secs – both on a street surface, rather than prepped drag strip. I think I have achieved what I started out to do and made the fastest vehicle on the streets of Finland. I just have to get the new air shifter gearbox done – and if someone is faster I’ll have to order an HX60…”
SPECIFICATION #Audi-Coupe-Quattro / #1989 / #Audi-Coupé / #Quattro / #Audi-Coupe-B3 / #Audi-Coupe-Typ-89 / #Audi-Coupe-Quattro-B3 / #Audi-80 / #Audi-80-B3 / #Audi-80-Typ-89 / #Audi-80-Coupe / #Audi-AAN / #Audi-Coupe-Quattro-Tuning / #Audi-Coupe-Quattro-B3-Tuning / #Audi / #Holset-HX55 / #Holset / #OZ
Engine #AAN 2.2 5-cylinder, stock crankshaft (balanced, nitrided and polished), #Wiseco pistons and piston pins, #PO-Metal connecting rods, water jacketed cylinder block and head, #Holset-HX55 hybrid turbo, #Tial 60mm wastegate, IMSA Sipoo big exhaust and intake manifolds, 4,5in downpipe, 4in to 2x2,5in exhaust (side exit), butterfly valve to bypass mufflers when boost pressure goes over 1bar, #IMSA-Sipoo breather/catch tank system, #Cat-Cams camshafts with solid lifters, oversize intake valves, billet intercooler (as big as it can be), 1xVeyron fuel pump to surge tank, 2x #Bosch-044 to engine, #Bosch #Bosch-EV14 2200cc injectors, #Aeromotive FPR, #Tatech 32 ECU with special features: (rolling launch control, rev limiter by gear, shift cut by gear), 034 motor mounts.
Power 1102hp and 1043Nm @ 2.9bar on E85 fuel
Transmission 01E 6-speed IMSA Sipoo/PAR-Engineering dog box, SQS sequential shifter, Quaife front LSD, Wavetrack rear LSD, PO-Metal billet flywheel, Tilton 2-plate clutch with line lock for LC, Karpiola billet drive shafts, 034 transmission mounts
Brakes D2 8 piston calipers with 330mm discs (front), #Audi-S2 stock (rear)
Suspension #KW3 coilovers with stiffer springs, Whiteline rear sway bar, aluminium subframe pushings (rest polyurethane), reinforced control arms
Wheels & Tyres 8x18 #OZ-Ultraleggera with 225/40 Toyo R888 tyres
Interior Fully stripped with FHRA spec roll cage, Sparco racing seats, Vems wideband lambda and EGT gauges, shift light
Exterior RS2 front bumper with IMSA Sipoo front splitter, fiberglass trunk lid with polycarbonate glass, sunroof removed Tuning contacts/thanks IMSA Sipoo, Petteri Lindström and Antti Oksa, Tatu (Tatech), Check out YouTube: 4WDDR
“Nobody thought this little Audi would be so fast, including me”
“It killed a couple of fast Porsche 911s on the street”
Above: One very happy owner.
Left: Intercooler dominates the front.
Below: Cage and bucket seats.
Above: Big brakes and lightweight #OZ wheels.
Above: This monster gets used on the road.
Right: Side-exit tailpipes.
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- The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the The beast. The S2 with over 1100bhp you ran last issue was a monster! I love S2s anyway, but this is on another level completely. Really enjoyed the story showing how the owner progressed with the build – lots of great information and a little window into the world of extreme power builds. And it’s another can from Finland – how come they build so many crazy Audis? Must be something they put in the water. Anyway, keep it up. More ...
- Thanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to doThanks, Tommo. I have to agree with you, that S2 is an absolute animal. As to why there are so many big power cars in Finland, must be something to do with those long, harsh winters – nothing else to do apart from tinker away in the garage. More ...
- A correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs nA correction. The owner of the S2 featured last month has pointed out that the 100-200km/h time was printed incorrectly. It should have said 3.5secs not 5.5secs. Sorry Henry. And damn, that makes it even faster than we thought. More ...
- Post is under moderationESTATE OF MIND
/ #Audi-S6-JNL-Racing has created this highly-tuned 650+bhp monster of an avant – surely the finest Ur-S6 in the world… Words Davy Lewis /// Photography Matt Dear
JNL Racing's fierce 5-pot unleashed.
UR-S6 JNL Racing’s 520bhp avant
I first met JP, the main man at #JNL-Racing , at Santa Pod back in 2009. I was working on the now defunct Redline magazine and we’d got together a selection of the UK’s fastest tuned cars to go head-to-head in our Fight Club event. The premise was simple; entrants had to take part in two disciplines – a quarter mile and then a handling course – with the best overall time winning the day. Several Audis took part including Dialynx’s black SWB quattro and TTS Roadsport’s TT RS, but the one that stood out was a humble estate.
This stock-looking #1996 #Audi S6 #Avant C4 / #Audi-A6-Typ-4A seemed a bit out of place among the track prepped competition – which made it all the more impressive when JP proceeded to kick the arse out of it, laying down some impressive times in the process. All of which he did with a smile on face. Here was a man who clearly didn’t take it too seriously. However, when it comes to tuning, he is deadly serious.
Specialising in bespoke, hand-crafted cylinder head work and engine builds, JP has carved out an enviable reputation. Although VAGs feature heavily, he works on anything and has customers all over the world; working with anything from old school E-Types to the latest Japanese, European and US brands.
I bumped into JP just before we launched AudiTuner and said I’d love to feature the S6 when it was ready. It had come on a bit since the first shootout, that’s for sure. JP said he’d love a feature – especially if it made the magazine on sale in December as that’s his 40th birthday. So, here you go, JP – many happy returns!
With so many Ur-S6s pulled apart to scavenge their engines it’s not easy to find a stock car, let alone a 650+bhp weapon that’ll worry most supercars. “There are only 55 cars left on the road in the UK, and 85-90 left in total,” says JP. So what made him choose such an unorthodox Audi as a project?
“I had an Audi 200 running a tuned 10v engine, but it caught fire and I needed something else,” he recalls. “A mate had an S6 and I fancied an estate, so began looking for one. I found this one for sale for £2.5k and jumped on it quick.” From here the engine work came thick and fast as JP focused on creating a fast daily driver. “Being a daily, all the work had to be done over the weekends so that I had the car ready for the Monday school run,” he laughs.
The 20v engine was tuned with a ported head, uprated rods, a 63 hotside 3076 turbo on Wagner manifold, and SFS hoses as boost pipes. It made over 500bhp and offered plenty of fun. But, the constant flow of work on other fast Audis got him thinking.
“I built one of the UK’s most powerful B5 RS4s; I think it still holds the record on MRC Tuning’s dyno with around 780bhp and 1000Nm,” he smiles. “I did a 3.0 litre stroker kit and that car made me stop and say, ‘Why am I building all these fast cars for others and not doing my own?’” The RS4 had certainly made an impression. “You know that feeling as a passenger in a really quick car when the driver accelerates and you feel a bit sick and light headed – it catches you off guard. Well, I had that as the driver in the RS4! I decided that’s what I wanted to achieve in my S6.”
The engine itself is based around a 2.5 diesel block, which effectively created a stoker kit (the original was a 2.2 of course). Clearly a diesel block is designed to run in a diesel configuration, so JP welded up any holes and channels that were not required and added holes for the stuff he did need. Custom Pauter rods and JE pistons from a petrol engine were then added. The whole build needed to be bullet proof, so Mahle motorsport bearings were added plus a main girdle to prevent bowing at high RPMs.
Key to this estate’s sleeper nature is the fact that, to most people, it looks pretty innocent. Aside from the 9x18in Rotiforms, which necessitated the custom wide arches being fabricated by Ish and the crew at Quattro Coachworks, this looks to all intents and purposes like any other mid-90s Audi estate. This is just how JP likes it. “When I drive it through a village, people turn to see where the noise is coming from but don’t even look twice at the car – they’re looking for something that looks like this sounds!” With a 3.5in exhaust and 2.25in screamer pipe, it certainly makes all the right noises, just in a discreet package. But, as we all know, appearances can be deceptive.
Drop the hammer in this sedate looking Audi and it’ll attempt to head-butt the horizon at a startling rate. Having experienced the all out mayhem of 650bhp, JP has temporarily turned it down a few notches to an estimated 520bhp. And the rest of the car has been suitably uprated to ensure it’s provides a stable and safe ride. “It got to 650bhp with a slipping clutch, but there was nowhere you could properly open it up without getting into trouble,” he smiles.
I ask JP what it feels like when you really drive it hard at 650bhp. he pauses for thought, then says, “To be fair, I think my youngest son summed it up best when he was about ten,” he continues, “I launched it hard and he said it felt like his willy had gone into his back!” An unconventional response perhaps, but then that’s JP all over.
You get the feeling that he tells it like it is, with no bullshit. If something proves to work well, then he’s the first to praise it. But equally, if something doesn’t do what it says it will, he’ll be brutally honest. This sort of candour is refreshing in a scene that can attract people who like to make unsubstantiated claims, especially when it comes to power figures. But, JP has earned the tight to question things. He tests everything he does – often to destruction – to ensure that any upgrades not only deliver the goods, but also stay in one piece. As he says, “You need to blow things up to find the limits.
How else are you going to know how to improve on the original design?”
While there’s no doubt that JP was put on this planet to make cars go fast, he has a very specific focus. Everything must be about making the car perform more efficiently, which in turn makes it faster and more reliable. So although huge turbos combined with a remap and supporting upgrades can achieve eye watering power figures, it’s often at the expense of drivability.
“My S6 has a usable powerband from 3,250 to 8,200rpm – I see some of the German tuners with 1200bhp with cars that have nothing until 5,000rpm – that’s no use anywhere except on a drag strip,” he comments. Part of the reason behind the chosen upgrades (you can see the full list of goodies on the last page) was to show what could be achieved, without simply buying everything that’s available. “I saw so many owners on forums going on about how much they’d spent on this and that, and I thought, hang on, you don’t really need half of that.” So JP set about proving it with his S6 build. In the process it became the demo car for the business.
It’s currently running a baseline map that JP did himself, which he says was pretty straightforward using the 2D mapping of the Maxx ECU set up, “It’s easier for a non-IT guy like me!” The plan is to start upping the power again now that the rest of the car is ready to take it. ECU legend, Jonus Racing, is due to fly over to the UK to work on a bunch of cars, so JP’s S6 will be in very good hands. “This is the final throw of the dice – I won’t be re-doing this car again, so it has to be right,” he says.
As a cylinder head and engine building specialist, JP’s philosophy is to make engines as efficient as possible. Rather than simply bolting on a bigger and bigger turbos, he looks at ways to make more power off-boost with a less spiky delivery, while holding peak power for as long as possible to the redline. For those who are used to the kick of a big turbo coming in at 4,000+rpm, JP’s set ups can feel like the car is actually slower, but one look at the speedo will show it’s moving faster than the rev counter. By maximising the efficiency of the engine, including the head flow, there’s less pressure on the turbo, which in turn will be more responsive, with a wider power band – all the key ingredients of a usable, fast car. As JP says, “The proof is always in the performance – it either goes fast or it doesn’t.”
With lots of usable power, the brakes and chassis had to be more than up to the job of keeping this big estate on the road. A set of custom front coilovers were created by JP using shortened Bilstein B8 inserts. Gaz adjustable dampers bring up the rear, together with custom pig-nose springs and an Apikol uprated ARB. 2Bennet adjustable top mounts allow the perfect caster/camber to dialled in for that crisp turn in – not something usually associated with nose heavy 90s Audis. With a full complement of uprated bushes and solid sub frame mounts, this near 20-year old S6 now handles with aplomb. The Wavetrack diffs front and rear certainly help deliver the fun factor – whether launching hard or hitting twisty roads – especially with the re-timed factory Torsen unit that JP built up now giving a more rear-biased delivery over stock.
With plans to drive this thing hard on track, JP has wisely upgraded the brakes. The B7 RS4 calipers have been fully rebuilt together with high-temp seals and meaty 360mm discs. With Yellowstuff pads all round and DOT 5.1 fluid, this set up provides ample stopping power.
Inside, this mid-90s estate has been treated to a selection of upgrades befitting something with serious performance. The front seats are the first items that jump out at you. The carbon fixed back buckets look like they came out of a Porsche Carrera GT – but surely not – those things are about £500k now!? “They’re actually copies,” admits JP, “but they’re very good ones. They came out of a Porsche – I got them shipped over from LA Porsche dismantlers in the US.” The leather wrapped seats were in decent nick, although JP has changed the colour of the seatbelt guides, before having them recovered in leather and black Alcantara. They really look the part, right at home in the S6’s cabin complete with OEM carbon fibre trim. The rears were trimmed to match. One thing you wouldn’t see in a 90s estate is a 10.5in tablet fixed to the dash. This wifi-enabled device allows JP to keep an eye on the vital stats via the Maxx ECU.
Having followed the progress of this car for the last six years or so, it’s great to see it almost finished. Once the final mapping session has been completed by Jonus Racing, JP is hoping for up to 680bhp on V-Power and 700+bhp on E85. This S6 is beautifully engineered, extremely rapid, highly usable and, like JP himself, a little unconventional. We love it!
Top: One of the finest sleepers you’ll find.
SEE IT IN ACTION There are several videos of this savage #Audi-Ur-S6 being driven hard, plus some dyno footage. Head to JNL Racing’s YouTube channel to check them out – www.youtube.com/jnlracinguk
“My S6 has a usable powerband from 3,250 to 8,200rpm...”
Far right: Engine bay is a work of art Below right JNL custom inlet Bottom left Heat management has been taken seriously.
There are very few UrS6s left now, so here are three other S6 variants to consider...
Audi C5 S6 1999-2003
This 4.2 V8-powered S6 arrived in 1999 and went down a storm. The beefy V8 gave 335bhp and made all the right noises. The only downside was that tuning the NA lump was tricky and it liked a drink. Fewer and fewer of these around now and many have fallen into the hands of those that can’t afford to run them, so if you’re after one, be very choosy. Avants are more sought after than saloons.
Audi C6 S6 2006-2011
Launched in 2006 the C6 was packing a NA version of the 5.0 V10 from the RS6. This ten-cylinder monster gave it the sound of a supercar, all wrapped up in a very discreet saloon or estate. Loaded with goodies and that fabulous 429bhp engine, we’ll never see the likes of these large capacity cars again. Not cheap to run and expensive to fix, they are still very desirable. Available in avant and saloon, if you’re after one, make sure it’s been well loved and comes packed with options.
Audi C7 S6 2011-present (2017)
After increasing its capacity with every new model, the latest S6 goes back to its turbo charged roots and back down to a V8. Great news for tuners as the 4.0 V8 twin turbo can easily be cranked up to RS6 levels of grunt. A remap, full exhaust system including downpipes and uprated air filters will see you on the way to 550+bhp with more available depending on how deep your pockets are. Better still, unlike the RS6, you can get the S6 as a saloon, so you could create one of the fastest four-doors around – a true sleeper.
TECHNICAL DATA SPECIFICATION #1996 / #Audi-Ur-S6-Avant / #Audi-Ur-S6-Avant-C4 / #Audi-S6-Avant-C4 / #Audi-S6-Avant / #Audi-S6-C4 / #Audi-A6-Avant-C4 / #Audi-A6-C4 / #Audi-A6 / #Audi-S6 / #Audi /
Engine Re-engineered 2.5 diesel block and crank, #Pauter rods with ARP 625 plus, custom JE coated pistons, mains girdle, #ARP mains and headstuds, #Mahle-Motorsport bearings, baffled sump, #Gates-Racing timing belt, custom timing belt tensioner, secret spec cylinder head, #Jonus-Racing camshafts, lightweight flywheel, twin plate tilton for 800ft/ lb, steel crank timing belt pulley, #Vernier cam pulley, custom carbon timing cover to clear vernier, tubular #Vband manifold, 60mm #Tial wastegate, #HTA3586 m-spec with tial v-band hotside, 3.5in downpipe and straight through to twin 3in tail, 2.25in screamer with custom made side-exit, custom 4in intake filter housing w/integrated recirc pipe, custom 2 piece intake heatshield with bumper and bonnet cold air feeds, red TFSI coilpack conversion with custom coil cover, custom twin plenum intake manifold, overbored throttle body w/ Linden power coupler, billet fuel rail, 1000cc #ASNU-injectors / #ASNU injectors, Aeromotive fuel pressure regulator, twin #Bosch-044 / #Bosch in tank fuel pumps, custom one of header tank, custom designed breather system, electric fan conversion, lambda heatsink, Thermal velocity magma exhaust wrap, #PTP turbo blanket, 300x600x76 bar and plate cooler 2.25in in and 3in out, grille mount remote oil cooler, 50mm tial recirc valve, #Maxx-ECU running 720 sequential injection with 60-2trigger, multi-boost/fuel application, variable fuel pump speed via CAN-bus 10.5in tablet monitoring 5 x egt, exhaust back pressure, boost pressure, oil pressure and temp, coolant temp, air temp, lambda and various other parameters via Bluetooth
Transmission Custom geared 01E 6-speed, updated 1-2 slip collar, carbon 1-6 synchros, #Wavetrac front diff, retimed factory torsen diff for improved rear bias, custom 3.5in carbon propshaft, Wavetrac rear diff
Brakes B7 RS4 8-pot front calipers rebuilt with high temp seals, 360x32mm front discs, refurbed single pot calipers with custom mount 335x32mm rear discs, Yellowstuff pads
Suspension Homemade front coilovers w/custom length #Bilstein B8 inserts, #Gaz rebound adjustable rear shocks with custom pig nose springs, #2Bennett fully adjustable camber/caster front top mounts, solid front and rear subframe mounts, new oem bushes all round, polyurethane front snubmount and rear diff hanger and mount, 034 track density gearbox mounts, custom delrin/urethane engine mounts, #Apikol uprated rear ARB, custom front A#RB mounts for improved caster
Wheels and Tyres #Rotiform-Nue / #Rotiform 9.5x18in with one-off centre caps, Federal RSR 255/35x18
Exterior Widened arches front and rear, widened bumpers front and rear, debadged trim, colour coded trim, rear wiper delete, custom bonnet air duct, painted custom metallic grey/silver, front and rear cameras linked via wifi to tablet
Interior Porsche Carrera GT style carbon bucket seats retrimmed with logo and Alcantara centres, retrimmed rear Alcantara seat centres and door cards, 20v Ur-quattro custom flat bottom steering wheel with Alcantara centre, custom steering column cover, modified front speaker pods with 4in focal speakers, 17cm Alpine rear speakers, Bluetooth enabled Pioneer headunit, 10.5in tablet
Contacts/thanks JNL Racing www.facebook. com/jnlracing, www.youtube. com/jnlracinguk,
www.instagram.com/jnlracinguk, email@example.com. Thanks to Ish and crew at #Quattro Coachworks for not only doing the most amazing work but also helping to realise my vision, and of course all the friends and family that have assisted and put up with my shit for the existence of the two-ton Bugswatter, with special mention to Karl and Sean
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- Post is under moderation/ #Audi RS4 B5 with a 5-cylinder engine / Words Davy Lewis / Photography Andreas S Jansson and Bjorn Eirik Odegård
This track-prepared RS4 is running a #5-cylinder-engine that makes 939hp – now there’s something a bit different…
RS4 B5 940hp 5-cylinder swap
Doing things differently is a risky business. Get it right and you’ll win the respect and admiration of your peers. Get it wrong however, and people will tear you apart on social media. This couldn’t be more relevant than in the car scene. From choice of wheels, to the tricky subject of rear wings – an upgrade that wins the internet with its ingenuity and originality is only a hairs breadth away from a total balls-up that incites derision and hate. People are funny, eh?
So where am I going with this? Well, one of the most fiercely loyal of all Audi enthusiasts are the RS4 B5 guys. Many view this as the only true RS4. The real deal. The big kahuna. The daddy. And you know what – I’m inclined to agree. There’s something about that wide arched, 2.7 biturbo-powered avant that is bang on the money. Never mind the fact that most of them will spend an inordinate amount of time in the garage, simultaneously emptying your wallet and making you cry into your Aldi value beans (cos that’s all you’ll be able to afford as a B5 owner). But, they’re a passionate, dedicated bunch and I applaud that.
So what on God’s earth are they going to make of an RS4 with a naughty secret under its bonnet? You see, this track-focussed RS4 has a cylinder missing. Or, to put it more clearly – it has one less cylinder than it should. But why would anyone remove a perfectly good V6 biturbo and replace it with an old five-pot?
Well, for starters the V6 wasn’t perfectly good. The owner had been through numerous turbos and frankly he was sick to the back teeth of removing the damn thing to fix it. The B5’s engine may be a masterpiece when working well, but get a recalcitrant unit that has frequent issues, and you too could grow to hate it. Add to this the fact that Aslan Eshanov is based in Norway and it becomes clear. These guys don’t think like us.
They go their own way, which is why so many insane cars appear from the frozen lands of northern Europe. Anyway, when you’ve got a nice five-cylinder sitting in the garage, it would be rude not to make use of it. But there’s more to this story than a simple track project build…
The RS4 was actually impounded by the police after they discovered it had a false chassis number. Aslan was prosecuted and fined 23,000 euros (the price of the car’s import tax to Norway). Gulp. So, he hired a lawyer and fought the case in court, proving it was the previous owner who had committed the fraud. However, after a total of 60,000 euros had been spent, Aslan was told that he still could not use the RS4 on the road unless he paid a further 23,000 euros. “I could not afford to do this, so I decided to build a full track car,” he says. So before anyone shouts, “what a waste of an RS4” – it was either build a full-on track weapon, or it would never be used at all.
The project began in July 2014 in Aslan’s basic, unheated garage with only ordinary tools. “I worked a lot in the summer, but not so much in the winter as it was -20 outside and still -10 in the garage.” He spent around 14 months on the car, having to work much of the details out for himself as well as fabricating many bespoke parts.
You can read the full engine spec on the last page of the feature, but it’s based around a 2.5 TDI block, with forged rods and pistons. There’s an AAN cylinder head and CatCams that allow this strong bottom end to withstand a 10,000rpm rev limit. Everything needed to be strong, because Aslan likes to give it a serious kicking. You may have seen videos of it being nailed sideways around the track at various Gatebil events.
Watching this RS4 performing brutal four-wheel power slides never gets old and with 939hp on tap, it’s some crowd pleaser. Listening to that beefy, Precision turbo snorting and chuffing away, accompanied by the roar from the 3.5in exhaust really is something special. It’s a raw, unrestrained sound that is all the better for being produced by an engine with an odd number of cylinders.
Thankfully, the outside has been left pretty much OEM. The only additions are a Leon Cupra front splitter, some tow straps and US-spec side marker lights. The fact it isn’t covered in some crazy livery or emblazoned with sponsor’s logos, only adds to the appeal of this RS4.
Inside it’s a different story. The dash remains, but pretty much everything else has been removed to make way for a comprehensive roll cage and the fuel system, mounted in the boot. There’s even a rear-mounted radiator, inspired no doubt by the Group B cars of the ’80s. Sensibly, Aslan has installed a firewall, to keep himself away from the fuel system.
The wheels are as wide as possible to allow for maximum traction – they measure a girthy 10.5x19in all round, wrapped in 275/30 semi-slick track rubber. However, a set of 18in Rotas are used for drifting with smaller 235/40 tyres.
There’s plenty more to come from this rather immense RS4. It’s an unconventional car, with a chequered past, but there’s no denying that it is 100% savage. Aslan reckons there’s another 200Nm of torque to be had, so it’s set to become even more of an animal on track. It’s a shame it can never be used on the road in Norway, but I guess that means that it’s never going to be a compromise. This RS4 is all about going insanely fast (often sideways) and for that, I give it a big nod of respect.
SPECIFICATION / #Audi-RS4-B5 / #Audi-RS4 / #Audi-A4-B5 / #Audi-A4 /
Engine Self build 5-cyl 2.5 20v Turbo, 2.5 TDI long block from 94-97 A6 (same block as Transporter T4) with custom CP-service pistons and #Rosten-Performance H-profile rods, #Audi-Ur-S4-AAN cylinder head from S4 C4 91-94 rebuilt to mechanical lifters and #CatCams for higher lift on valves and can run 10,000rpm, modified #AAN intake manifold from 2.2 20v S4 C4, Nuke fuel rail with 1600cc #Bosch injectors, custom exhaust manifold for B5 with 5-cyl engine, #Precision / #Precision-6466CE turbo, Tial 60mm wastegate, #Tial Blow-off valve, 3.5in exhaust all the way and 2x 3.5in tailpipes (Diesel look), 4in intercooler, big oil catch tank with return line for oil back to the oilpan, #Autronic-SM4-ECU , Audi R8 coils, #Accusump oil accumulator (stabilizes the oil pressure in engine)
Transmission OEM RS4 B5 transmission, OEM drive shafts, Tilton 2-plate clutch good for 1500hp
Power 939.8bhp and 983Nm at 2.3bar of boost on E85 fuel
Brakes RS4 B7 brakes in front, OEM rear brakes, hydraulic handbrake
Suspension #Øhlins 3-way coilovers, #H&R ARBs front and rear, #PowerFlex bushings / #Öhlins / #Ohlins-Racing
Wheels & Tyres #BBS-CH / #BBS 10.5x19 with 275/30x19 semi slicks, OEM RS4 and Bola B1 (Rota grid) drifting wheels with 235/40x18
Interior OEM dash, #Sparco / #Sparco-Pro-2000 black seats, Sparco 4-point red belts, full “rally” roll cage, rear mounted radiator with water pump in boot, 3x #Bosch-044 fuel pumps for E85 fuel, 60-litre fuel cell, Nuke fuel catch tank, 2x #Nuke fuel filters, firewall between boot and rear of cabin
Exterior Leon Cupra front spoiler, US side marker lights, tow straps, tinted windows, OEM paint
Tuning contacts/thanks Tuned by #RFS-Performance in Norway. 939.8bhps and 983Nm at 2.3bar of boost on E85 fuel (not finished with the tuning, need to adjust cams to push out around 200Nm more)
Top: Cheeky on-road shot of this epic track car
Below: The plate gives the game away...
Left: Rear firewall and extensive roll cage Below Left: Interior is driver focused.
Bottom: Just a regular RS4...
Above: Aslan kicks the RS4’s arse on track.
Action photographs: Bjorn Eirik Odegård
Below: Rear-mounted cooling system.
“The RS4 was actually impounded by the police...”
Below: View through the rear window gives the game away.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationWILD 600HP E36 Elite D’s turbo’d 3 Series
This Elite Developments 600hp E36 is the result of years of development and a love for all things turbocharged… Words: Ben Koflach. Photos: Steve Hall.
Elite Developments’ turbo E36
THE BOOSTED ELITE
The E36 328i Sport is a car that’s been appreciating in value of late. However, six years ago they didn’t quite have the same worth and so made the perfect project base for Steve Dixon, owner of BMW-specialised tuning shop Elite Developments. Steve’s plans soon escalated from a simple reworking to a complete overhaul, complete with a 600hp turbocharged heart…
“I bought the car off eBay completely unseen. It was down in Bognor Regis,” Steve explains. “At the time it was really difficult to get a 328i Sport as there wasn’t many of them for sale. I contacted the guy and made him an offer based on his description of the condition and the pictures on eBay. I then took a four-hour train journey from Essex to go and get it. It was a completely mint, standard car, as described. I was looking for one to convert into a drift car.
“Initially my plans were just to weld the diff and put some coilovers on it, and that was it. I fitted the coils while my mate welded the diff. It was just going to be a daily drifter but then we went to Gatebil 2012 and saw that nearly every BMW there was running a turbo M5x engine. That got me thinking…
“After speaking to a few of the locals about how they’d done it, I came to the realisation that building a turbo #BMW wasn’t as hard as I first thought. Then came the process of pricing up all the bits I needed.”
The 328’s alloy-block M52 isn’t the perfect base for turbocharging as they tend to allow the head to lift and generally aren’t as strong as iron block variants, so Steve sourced an #M50B25-non-Vanos engine and set about making a hybrid of the two. This meant using the M50 block, head and pistons but with the M52’s crank and rods, creating a 2.8-litre M50 – an ‘M50B28’ as they’re often known. The bottom end was tied together with coated big-end bearings and ARP bolts, with #ARP studs and a Cometic 0.140” multi-layer steel head gasket used up top for a drop in compression and an increase in reliability.
The end result is an engine about as strong as it’s possible to get without going for fullon aftermarket forged rods and pistons – perfect for Steve’s plans for big boost.
“The hardest part was trying to source a right-hand drive turbo manifold as nobody seemed to sell one,” Steve explains. “This is why we started to design what is now the Elite Developments cast RHD turbo manifold. It took three years to create but we are now very happy with the final product.”
The Elite Developments manifold was formulated to fit all M5x engines that use a four-bolt-per-cylinder pattern, fitting around all of the steering and usual headache areas and allowing bottom-mount fitment of any T3-flanged turbo along with an external wastegate. Steve’s particular setup uses a Garrett GT3582R turbo and a Tial 38mm wastegate, pushing boost through a 600x300x80mm intercooler and into the M50 intake manifold.
Air is sucked into the turbo through a K&N filter, while fuelling is taken care of with Siemens 60lb injectors and a Walbro 255lph pump. To keep oil temperatures in check, Steve’s used an S50 oil filter housing converted to run AN lines, which are linked to a Mocal oil cooler. A neat product from Elite Developments allowed the intercooler and oil cooler to be bolted into the E36’s front end without any troubles. To control the whole thing Steve’s used a VEMs standalone ECU with the result being a dyno-proven 495hp and 480lb ft at 0.8bar. Steve has since had it mapped to run at 1.5bar which should be good enough for around 600hp.
All that power is well and good but without being able to transmit it to the ground, it’s useless. Steve retained the strong five-speed ZF gearbox that came with the 328i, with a six-paddle ceramic clutch sandwiched between it and the boosted M50. Out back is a 328i Sport 2.93 LSD, rebuilt for a 40% lockup and braced into position to guard against failure.
The final step of getting power to the ground is, of course, the wheel and tyre setup. The E36 isn’t always the easiest car to get a wide tyre onto but Steve solved that with a set of ABS plastic rivet-on arches from US firm Hard Motorsport. These have allowed the comfortable fitment of 8.5x18” front and 10x18” rear Rota Grids wrapped in grippy 235/40 and 265/35 Yokohama Advan AD08s respectively. Not only do they look great but they enable fast progress when the M50 comes up on boost. The arches offer a rub-free fit, too.
The chassis setup has seen plenty of work to get it all working happily, both when travelling in a straight line and sideways. Before anything was bolted underneath it Steve took care of the usual E36 weak spots using parts raided from the Elite Developments stock room. Subframe mounting and trailing arm pocket reinforcement plates were welded into the shell, with the front crossmember reinforced to stop the engine mounts tearing themselves free.
To get the steering lock that Steve needed for drifting, TND extended lower arms and modified hubs were fitted, along with BC Racing coilovers and an E46 330i brake setup. At the rear Steve used BC Racing again to convert the suspension from a shock and spring setup to a true coilover one, adding adjustable camber arms to get the setup dialled-in. Finally the whole lot has been polybushed and Steve’s added a BMW front lower crossbrace as well as GCFabrications front and rear strut braces to stiffen the shell.
Another element that adds stiffness is the Safety Devices roll-cage, nicely painted in contrasting Porsche GT3 RS green – aside from that the interior doesn’t contain a great deal as weight reduction has been the main aim. The rear firewall has been nicely blocked off with an Elite Developments plate and there’s a supportive Recaro bucket for the driver, complete with four-point harness.
Recent additions to the exterior have included a genuine Rieger carbon-fibre GT splitter and a new Elite Developments product: a huge rear wing. However, sadly, since our shoot Steve has actually broken the car for parts, moving his M50 turbo experience onto a cool new project – a Techno violet E34 525i.
Steve’s E36 goes to show that we can all get carried away – even the simplest intentions can turn into a far bigger project than originally planned, especially with a little inspiration from overseas. It also shows how experiencing a problem can turn up a great solution – Elite Developments’ turbo manifolds have now been selling for almost a year, helping RHD BMW drivers all over the UK solve the somewhat historic issue of steering clearance when running a turbo. From a hardcore E36 drifter Steve’s now looking to add some turbocharged flair to his old-school Five, and we can’t want to see what happens next.
“We saw that nearly every BMW there was running a turbo M5x engine. That got me thinking”
DATA FILE / #BMW-Elite-Developments / #BMW-E36 / #BMW / #BMW-E36-Elite-Developments / #BMW-328i-Sport / #BMW-328i-E36 / #BMW-328i-Sport-E36 / / #BMW-328i-Elite-Developments / #Elite-Developments / #BMW-328i-Elite-Developments-E36 / #Rota-Grid / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E36
ENGINE ‘ #M50B28 ’ #non-Vanos , #M50B25 block and head, #M52B28 / #M50 / #BMW-M50 crankshaft and con rods, M50B25 pistons, performance coated main bearings, performance coated big-end bearings, ARP rod bolts, #ARP head studs, #Cometic 0.140” MLS head gasket, Elite Developments RHD turbo manifold, #Garrett-GT3582R turbo, #Tial 38mm wastegate, #K&N filter with #GCFabrications heat shield, ram air feed from foglight, AC #Schnitzer exhaust, #Siemens 60lb injectors, #Walbro 255lph fuel pump, #VEMS-ECU , Mocal oil cooler with AN lines, S50 oil filter housing, #Vorschlag nylon competition engine mounts
TRANSMISSION E36 328i five-speed #ZF-manual-gearbox , six-paddle ceramic clutch, Elite Developments bolt-through polyurethane gearbox mounts, #IRP shifter, 328i Sport 2.93:1 LSD fully rebuilt with 40% lockup, diff brace
CHASSIS 18x8.5” (front) and 18x10” (rear) #Rota-Grid-Drifts with 235/40 (front) and 265/35 (rear) Advan Neova AD08 tyres, Elite Developments wheel stud conversion, full #BC-Racing coilover setup with 12kg front and 8kg rear spring rates, TND modified hubs for extra lock, TND extended lower arms, adjustable camber arms, polybushed throughout, Elite Developments front subframe reinforcement kit, Elite Developments rear subframe reinforcement kit, Elite Developments rear trailing arm reinforcement kit, Elite Developments rear topmount reinforcement kit, #BMW-Motorsport front crossbrace, #GC-Fabrications front and rear strut braces, E46 330i front brakes, E36 M3 Evo brake servo and master cylinder
EXTERIOR Rieger carbon fibre GT splitter, Hard Motorsport rivet-on wide arches, Elite Developments rear spoiler, foglight air intake
INTERIOR Safety Devices roll-cage painted in Porsche GT3 RS green, Elite Developments rear firewall block-off plate, Recaro driver’s seat, AEM wideband AFR gauge, Defi boost gauge
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- Post is under moderationKING OF THE MOUNTAINS Turbo, wide-arch E30 Cab
Logically, this E30 should have been scrapped long ago. But when you’re building a big-power toy for motorsport thrills and early-morning mountain runs, logic doesn’t always factor very highly… Words: Daniel Bevis. Photos: Scott Sturdy.
The Blue Ridge Parkway, running through North Carolina and into Virginia represents one of America’s great fusions of nature and technology. Scenic roads were something that American developers did uncannily well in the early half of the 20th century, and this particular one – a ribbon of Tarmac winding through gorgeous vistas of the Appalachian Mountains – is where Matthew Koppi’s love for BMWs was born. He’s the man behind this Olive green E30, and his passion for the marque stretches back decades. “I first fell in love with the BMW brand in my childhood,” he reminisces. “I live in the scenic mountains of Western North Carolina, and I used to see BMWs all over the twisty Blue Ridge Parkway in the ’80s. As a carobsessed kid the BMW was something that seemed like perfection; so graceful and nimble with timeless design.
“I bought my first #BMW in 1999,” he continues, “while stationed in Vicenza, Italy. It was a 1983 323i with Alpina cams and other goodies that I didn’t fully appreciate at the time. I bought it because of my childhood infatuation – plus the price was right for a young army private! It was the first car I owned with fully independent suspension and four-wheel disc brakes, and also the first that I could drive over 100mph for extended periods of time without worrying about it exploding. I’ve been a devotee ever since!”
All of this rather explains Matthew’s latest career move, setting up North Fork Autoworks in Barnardsville, North Carolina. Having turned wrenches for much of his adult career, this seemed like a logical move, although he’s keen to point out that throughout this E30’s build he was a full-time student, working on a bachelor’s degree in Environmental Science.
“All of the work on the car, from fabrication to paint, both in the engine bay and outside, was done by me,” he proudly explains. “The only thing I didn’t do completely on my own was the machine work, but I was there for every step of the process and even ran some of the machines!
Basically, I was either directly responsible for every aspect of the car or I was intimately involved.” And with that forthright mission statement dealt with, we should probably rewind and take a peek at where this all started…
Back in 2010, having returned to school and requiring a sensible-ish runabout Matthew was driving an old Suzuki Sidekick (that’s a Vitara to you and me) and questioning his choices somewhat. It was boring. And life’s too short for boring cars. So the idea of a fixer-upper E30 began to percolate, and you know what happens when the spark of inspiration’s arrived. It’s pretty much a done deal.
This cabriolet appeared as a shabby little ragamuffin on Craigslist, but crucially the price was low. “The ad stated that the car ran when parked, but now wouldn’t start,” Matthew recalls. “It also disclosed that the interior and top were trashed. I arrived to find a car parked in tall grass behind a tiny house way back in the mountains, in the middle of nowhere! The previous owners were very nice and were at their wits’ end with the car. And they were painfully honest about it all. Truly the thing should have been parted out or crushed, but I was in love.
It had bad rear wheel bearings, one front hub bearing was shot, bald tyres, ruined leather interior that had hardened and cracked beyond repair or comfort, the paint on every panel was faded and peeling, the battery tray was rusted through, it had an automatic transmission, wrong front wings, cracked aluminium bumpers, and the top was so far gone that there was water pooled in the floor despite the car being under two tarps. True to the ad, the engine would turn over but wouldn’t start, so the condition of the drivetrain was unknown.” Quite a catch, right? So as you can imagine, Matthew snapped it up and lovingly caressed it homeward, all the time reminiscing about those swooping mountain heroes on the Blue Ridge Parkway.
“First and foremost, I wanted to get it running and replace the top,” he explains. “It needed to be good enough to comfortably drive my young daughters around in as I continued to fix it up, and I originally planned to follow my old formula of decent wheels and lowered suspension… but that was before my first autocross event!” That’s right. The goalposts just shifted. First, though, is the matter of a knackered E30 which needs pretty much everything fixed…
Job one was to get the old M20 ticking over sweetly and mated to a manual gearbox, something that Matthew did right away before fiddling with chips and fuelling and so on, and this setup lasted a couple of seasons of autocross. But power corrupts, and he was craving more, so he started pooling resources for an M5x swap… until the idea of a boosted M30 caught his eye, and from then on there was only one way forward.
Now, M30s (that is, straight-six motors as found in the likes of the E28 5 Series, E24 6 Series and so on) have been swapped into E30s many times before, so there was a wealth of information available. What Matthew had to do was figure how to tailor the swap to his own unique requirements. After much consideration and research, he opted for an M30B34 block – for strength – with an M30B35 head and #Getrag 260/6 transmission. That was the base spec. Then the fun could begin.
The block was bored out to take 94mm Wiseco pistons, increasing displacement to 3.6-litres, while the crankshaft was balanced and the head received all sorts of handcrafted custom work. A Rapid Spool Industries exhaust manifold allowed the fitment of that all-important turbo (originally a Holset HX40, now upgraded to a Borg Warner EFR 7670), and naturally the fuelling and management were beefed up to suit. A trick exhaust system soon followed, as did a Volvo intercooler, some more appropriate cams, and upgrades to the valvetrain. Piece by piece, Matthew’s masterpiece was falling into place. On a conservative tune and at just 13.8psi, the M30 was making 450hp – which certainly helped with those corruptive power cravings.
So, the engine box was firmly ticked. Still a lot of other things to sort though, weren’t there? “I tried several different combinations of springs and dampers,” says Matthew.
“Ultimately I used autocross and mountain roads to dial in my suspension; my current configuration consists of Bilstein Sport struts and shocks, H&R J-spec front springs, GE adjustable rear perches and springs, reinforced rear shock mounts, Vorshlag front camber plates, drop hats, and Treehouse Racing control arm bushings. I swapped in an E36 steering rack and, of course, replaced both front hub assemblies. For the rear subframe I installed the AKG 75D 12mm offset frame, diff mount bushings and trailing arm bushings.”
Okay, so the thing works well now. But it needs to look good. What next? Aha, the body! “When I began fixing the bodywork issues, I ended up with five different colours on the car,” he laughs. “I couldn’t afford a traditional paint job due to being a student, and I still had a huge list of maintenance and repairs to tackle, so the idea of painting it myself in flat military green was very appealing. It had an aggressive feel to it, and allowed me to easily change and add body panels as needed. It also made all the trim work that much easier, because subdued black and flat green are perfectly paired!
“The entire attitude of the car followed the suspension setup and colour choice, although modifications such as the Kamotors arch flares were a product of necessity – especially with 8”-wide wheels and 245-section tyres on the rear – that just happened to enhance the overall demeanour of the car.” That Foha three-piece spoiler was certainly a lucky find too, it complements the hammered-together-by- The-A-Team vibe perfectly.
Of course, it’s no good having a car that goes like a train, handles like a sticky panther, and looks like a militaristic warlord if you don’t actually have anywhere to sit.
That rain-saturated tan leather trim had to go. “The interior of the car was in a horrible state of decay and disrepair,” Matthew grimaces. “When I replaced the battery tray, I took the opportunity to swap the dash with a crack-free one; I then followed that with converting the interior to black since I wasn’t a fan of the tan anyway! Through the forums I made contact with Kevin Chinn of Creative Options to discuss an upholstery kit, and after several conversations I decided on microsuede centres on the seats with vinyl bolsters for ease of maintenance. The seams were done with factory-style French stitching in light Olive green.
Before the seats went back in I dyed the carpet black, and so the weekend ended with me having stained and sore fingers but amazing upholstery!” When we ask Matthew what his favourite result of all this homegrown dabbling is, he’s quick to answer: it’s the engine bay. The functional, severe exterior just doesn’t prepare people for the sorted, shaved, shiny bay that hides under the bonnet, and it certainly raises eyebrows at shows. And raising eyebrows is what this car was built to do.
All sorted, then? Job done? Oh, no – Matthew’s far from finished here. “My list of mods isn’t based on winning the lottery, it’s based on money over time,” he says. “I’ve slowly but surely built it to be what you see now, and as time goes on it will only improve. Stay tuned!” We certainly will. But in the meantime, Matthew, you’d better head off along that Parkway. There are childhood dreams there waiting to be fulfilled…
Ultimately I used autocross and mountain roads to dial in my suspension.
TECHNICAL DATA FILE Turbo #BMW-E30 Cab / #BMW-M30 / #M30 / #Borg-Warner-EFR / #Borg-Warner / #M30-Turbo / #Megasquirt-MS2 / #Megasquirt / #BMW-E30-Cabriolet / #BMW-3-Series / #BMW-3-Series-E30 / #BMW-3-Series-Cabrio / #BMW-E30-Turbo / #BMW-E30-M30 / #H&R
ENGINE AND TRANSMISSION 3.4-litre straight-six #M30B34 bored out to 3573cc, #Borg-Warner-EFR-7670 turbo, #Tial 44mm wastegate, 94mm #Wiseco 8.7:1 forged pistons, #ARP head studs, Cometic MLS head gasket, M30B34 high-speed balanced and tuned crankshaft, 9.5 aluminium #Aasco flywheel, M30B35 ported and smoothed head, Cat Cams dual-profile turbo camshaft, IE heavy duty rockers, rocker locks, high performance springs, Rapid Spool Industries exhaust manifold, #Siemens-Deka 60lb/h injectors, Megasquirt MS2 engine management, custom fabricated oil distribution block for turbo feed and gauges, #Qbang engine mounts, Volvo 960 intercooler, Innovate LC-1 wideband controller, heat-wrapped 3.5” downpipe and wastegate piping, 3” straight-through exhaust with Magnaflow resonator and vband couplers, #Getrag-260/6 five-speed manual gearbox, Spec Racing stage 3+ clutch, Z3 short-shift
POWER 450whp @ 5200rpm, 524lb ft of torque @ 4550rpm
CHASSIS 8x16” ET20 (front and rear) XXR 521 wheels with 225/50 (front) and 245/45 (rear) #BF-Goodrich G-Force Sport tyres, #H&R-J-Spec front springs with #Bilstein Sport shocks, 650lb rear GE springs and adjusters, #Vorshlag camber plates, E36 steering rack, Treehouse Racing control arm bushings - powdercoated silver, stainless steel brake lines, ATE Orbital grooved front discs with Pagid pads, #Bremmerman cross-drilled rear discs, wheel stud conversion, #AKG 75D 12mm offset rear subframe and diff bushings, #AKG 75D trailing arm bushings
EXTERIOR Kamotors arch flares, E30 front lip, DIY smoked Hella Ellipsoid lights, all-red taillights, plastic bumper swap, third brake light delete, three-piece Foha spoiler, DIY double brake light upgrade, Shadowline trim, satin finish Olive Drab green paint, Euro grilles, Euro plate filler, late model rear lower valance
INTERIOR M-Tech 1 steering wheel, #VDO oil pressure, oil temperature and Innovate AFR gauges in DIY centre console, E36 rear view mirror, E34 leather handbrake handle, Justrack Econometer boost/vac gauge, Jaywood digital voltmeter, E36 window switches, brushed aluminium cluster rings and Alpina stripe, Creative Options interior upholstery kit, clutch stop, carpet dyed black, recovered windscreen, UUC weighted gear knobStream item published successfully. Item will now be visible on your stream.
- Post is under moderationNUMBER CRUNCHING 1040whp turbo E36 M3
We see a lot of modified cars here at PBMW but a 1000hp E36 M3 is something that never fails to impress… Words: Elizabeth de Latour. Photos: Andreas Wibstad.
They say that you shouldn’t chase numbers when building a car. You should build a car that will drive well and suit your needs rather than delivering big peak power but becoming undriveable in the process. Of course, if you happen to be building a car where big power is your need, then why not aim high and punch through the 1000hp barrier? It’s the sensible thing to do.
If we told you that Ole Ivar Seem, the owner of this E36, comes from Norway you probably wouldn’t be surprised because it would seem that Scandinavians have a predisposition for building stupidly powerful cars. And, unlike those of us having to find time during evenings and weekends to work on our cars due to our 9-5s taking up the vast majority of our time, Ole works on offshore oil platforms, which means he works hard but then has plenty of time to play hard when he’s back on dry land. And play hard he does.
Funnily enough Ole says that while he’d always liked BMWs he didn’t become properly interested in them until about 2003, when Vidar Strand from V.S Motor hit 1000hp with his E34 M5. That got his attention and got him thinking about the possibilities of what could be achieved with a BMW. And judging by one of his previous projects – a 426hp Sierra Cosworth, which was featured in our ex-sister title Performance Ford back in 2003 – it was clear that unless big power could be achieved Ole wasn’t interested. Of course, his first #BMW project was never going to make anywhere near that power output, being as it was an ’1986 E30 320i, but then again Ole only bought it for a bit of winter fun and threw a few mods at it. However, it started the sequence of events that mean we’re now standing here today with his 1000hp E36 M3.
With the Cosworth sold and a lump sum burning a hole in his pocket, Ole cast his car-catching net to see what he could snag. That’s when he came across this M3. “I found the car on a BMW forum here in Norway,” he explains. “It was a virtually completed street build with lots of good parts but that looked completely stock on the outside. Initially the plan was really to run with the parts that were on it but a thought crossed my mind about building a car for Gatebil Extreme [Gatebil’s own time attack and racing series]. After driving the car for a bit back in summer 2008, I got problems with water in the oil, leaking between the pyramid rings and water channels. So the real story of the car and engine you see today started when I picked up the phone to Vidar at V.S Motor.
“The motor building began with solving the problem of water in the oil. Vidar had a separate patent which, in principle, removes the head gasket and uses rings in a special metal. Vidar also fitted new custom cams from V.S Motor, new custom V.S Motor pistons, uprated Pauter con rods built to V.S Motor’s specifications, stainless steel valves, tighter valve springs and he did a general update of the whole engine. He then put it on the dyno bench at V.S to get it mapped properly. With it running perfectly we went for a power run and it made 772hp and 723lb ft of torque at 1.3bar, but tremendous back pressure on the exhaust side prevented any more power. The problem was an exhaust manifold that was not quite optimal and a Turbonetics turbo that was completely the wrong setup. I drove the rest of the summer and next spring running this setup but I was bothered by the fact that it did not deliver optimally when I knew I could get much more from the engine.
“After a few more conversations with Vidar we agreed that he should build a new manifold and a new turbo, then test it. The engine was ready in April 2011. This tested Vidar’s patience to the limit as it’s really cramped around the engine for building a manifold. You really need a lot of space. I think someone would have to pay him a lot of money to do this again!” laughs Ole. “On test day the engine really stood up to our demands, and on E85 fuel it delivered 1039hp and 817lb ft of torque at 2.1bar. You can say we were delighted with it.” And who wouldn’t be with over 1000hp on tap? But Ole and Vidar weren’t finished with the engine just yet. “In summer of last year we found out that we were going to start with new fuel as E85 was phased out from petrol stations in Norway, so we chose to use the Ignite E98 race ethanol fuel that Vidar sells.
We counted on a power increase so in July 2015, before going to the E30 meet in Rudskogen. I went with Vidar to Jonus Racing to run the car on the dyno. After roughly four to five hours of fine-tuning, the numbers that it put down really made our eyes pop! We got 1040whp and 855lb ft wheel torque which, when converted to power at the crank, becomes 1196hp and 959lb ft at 2.2bar. It goes without saying that were extremely pleased with this outcome,” smiles Ole.
We would be too. That’s an absolutely monstrous amount of power, especially considering he’s still running the 3.0-litre S50. That works out at 399hp per litre; that’s like the E39 M5, with its 4.9-litre V8, making all of its power from a 1.0-litre engine, which is a bit mental when you break it down like that. As far as engine spec is concerned, we simply haven’t got the space to go through all of it here, just take a look at the spec list and you’ll see it’s exactly as long as you would expect it to be on a powerful engine like this. Highlights include the Precision billet 7675 turbo – such a key part of this incredible build, adjustable cam pulleys, a Tial 60mm wastegate, 4.5” downpipe, 3.5” Edgeperformance exhaust, ARP bolts, a 26-row oil cooler, custom header tank, Griffin radiator, custom 6” thick intercooler, 580lph Aeromotive lift pump, twin A1000 fuel pumps, and a set of six absolutely ridiculous 1699cc flow matched fuel injectors. All of which is really just scratching the surface. It’s as heavy-duty a build as you can imagine.
You can’t just make a 1000hp engine, stuff it into an E36 M3 and hope for the best because things would go south in a big way almost immediately. You need to put in just as much work on the transmission and chassis fronts to make sure everything works in perfect harmony. There’s no messing about when it comes to the gearbox on this car, with Ole fitting a Sellholm MPG sequential ’box made specifically for this car and combined with a Tilton 7.25” threeplate, 26 spline rally clutch and Alcon hydraulic release bearing. A 3” chromoly propshaft rated to 1500hp delivers all that turbocharged power to a modified 210 diff from a 3.2 M3 sitting on reinforced mounts, and a pair of 38mm driveshafts.
As for the suspension, well, we’ll let Ole explain: “Everything under the car is solid mounted or uses aluminium uni ball components. I run custom road coilovers from Sellholm Tuning made specifically for the weight of the car and supporting chassis mods. These include: Sellholm Tuning front and rear fully adjustable blade anti-roll bars; custom front suspension turrets and custom adjustable top mounts; Turner Motorsport aluminium bushes and rear lower control arms; and PeeBee Motorsport adjustable rear upper control arms.
“When it came to choosing the parts, Vidar knew exactly what was required, having been involved in so many builds, not to mention his racing experience. I trust him 100% and he is the man to talk to when one is stuck with ideas or problems, although these phone calls can be expensive. That’s how I ended up with the sequential gearbox!” With over 1000hp on tap, you need some seriously big brakes to haul the E36 down from the sort of speed it can achieve, and Ole hasn’t cut any corners here. Up front, eight piston K-Sport calipers have been fitted, clamping 355mm discs, while at the rear sit six-pot calipers with 330mm discs and EBC’s BlueStuff track day pads have been fitted all-round. Wheel choice was guided by necessity rather than aesthetics, as you’d expect on a build like this. “The choice of rims came after lots of searching on forums and chatting with acquaintances in the racing world. To make most of the rubber on the ground, without extending the arches or anything like that, the wheels had to be lightweight, withstand a lot punishment and with widths matching the chassis. I chose the Apex EC-7 as there were really no other wheels that matched the car. They fitted well with the look that I had in mind for the car.”
The tough, lightweight wheels measure 9x18” up front and 9.5x18” at the rear and are mounted on the car via a set of NMS Racing 75mm studs.
Just by glancing at the outside of this E36 you’d really be hard pressed to tell what’s going on beneath the surface as Ole has kept everything looking extremely stock. “My goal has always been to retain the original lines that I like so much,” he says. “Generally original but sassy, a look with a little more muscle. There’s a fully removable carbon bonnet, a carbon sunroof blank and the only change to the body itself is that the rear wheel arches have been rolled.”
Of course, the interior is another matter entirely and there was only ever going to be one direction to take it in. “The choice was easy,” says Ole. “It should be for racing! It had to be as light as possible and, ideally, with parts that no one else in Norway or Europe had tried before. Plenty of time went into building the roll-cage, which was done by a colleague and myself with Vidar providing all the technical information. It is made from about 80 metres of chromoly 4130 tubes and has been built down towards the chassis to really get it rigid, to the suspension turrets, to the diff and many other reinforcements against the chassis, which you can’t see in the pictures. In reality it is a tubular frame inside the car.”
Beyond that there’s a QSP steering wheel mounted on a Sparco Group N quick-release steering boss, Cobra Suzuka seats with six-point harnesses and a Racepak UDX data logger dash with auxiliary Autometer gauges. To keep things as light as possible, the car has been fitted with ACM carbon fibre doorcards and even a carbon firewall, carbon dash and carbon centre console while the boot is home to fuel system, with a 60-litre Aeromotive aluminium fuel cell and aluminium swirl pot.
After a hell of a lot of planning and almost seven years of work, it’s unsurprising that the end result was so damn spectacular.
What is surprising, though, is that Ole sold the car not long ago but, he says, it’s gone to a man who really knows what he’s doing so it’s in good hands and will be used as intended by its new owner.
So, what’s next for Ole? Time to give up the modifying game and relax with pipe and slippers watching gardening programmes? In a word, no. “I already have plans going around in my brain but one thing is for sure, it gets wilder!” he exclaims. “This car will probably take a few years to finish. And I have a problem: I’m never satisfied until I have spent a lot of time on everything from planning to execution, so those who wait will see. The rest is a huge secret,” he adds with a grin. We’re instantly as excited as he is. Judging by his track record, it’s going to be something special.
Interior is slathered in sexy carbon panels.
Apex EC-7 wheels were chosen as they’re light and tough; massive eight-pot K-Sport calipers sit up front with six-pots at the rear.
That’s what you need for 1000hp. S50B30 has been fully built and features massive Precision 7675 turbo.
“My goal has always been to retain the original lines I like so much”
TECHNICAL DATA FILE Turbo #BMW-E36 / #BMW-M3 / #BMW-M3-E36 / #S50B30 / #S50 / #BMW-S50 / #V.S-Motor / #BMW-3-Series-Coupe-E36 / #BMW-3-Series-E36 / #BMW-3-Series-Coupe / #BMW-3-Series / #Precision / #Precision-7675-turbo / #Autronic / #Sellholm / #Aeromotive / #BMW-M3-V.S-Motor / #BMW-M3-V.S-Motor-E36 / #Pauter-Motorsport /
ENGINE 3.0-litre straight-six #S50B30, #Autronic-SM4 , MSD coil packs, #Autronic boost solenoid, V.S Motor custom exhaust manifold, #Precision-billet-7675-turbo , Edgeperformance Vanos block-off kit, adjustable cam pulleys, Tial 60mm wastegate, V.S Motor 4.5” downpipe, Edgeperformance 3.5” stainless steel exhaust, #Tial 50mm BOV, #ARP bolts throughout, Pauter Motorsport H-rods, V.S Motor spec valve springs, V.S Motor spec custom cams, JE custom pistons built to V.S Motor spec, original intake manifold modified for forced induction, Samco intake hose, head and block modified to remove head gasket, special head gasket replacement rings designed by V.S Motor, Turner Motorsport oil cooler hoses, Earl’s 26-row oil cooler, #GS-Performance oil distribution block, #Griffin aluminium radiator, AN-20 fittings, custom header tank, custom three-litre oil catch tank with AN-16 fittings, 2x12” Flex-a-Lite fans, V.S Motor design Precision bespoke 6” thick intercooler, Aeromotive fuel pressure regulator, 19-row Ethanol cooler with 10” fan, Edgeperformance fuel rail, 6x flow matched 1699cc E85 injectors, VEMS wide band lambda sensor and EGT
POWER AND TORQUE 1040whp and 855lb ft wheel torque at 2.2bar
TRANSMISSION #Sellholm-MPG sequential gearbox, #Tilton 7.25” three-plate 26-spline rally clutch, #Alcon hydraulic release bearing, 1500hp 3” chromoly custom propshaft, M3 3.2 210 diff modified by V.S Motor, 38mm drive shafts, reinforced diff mounts and suspension attached to roll-cage, Omega gearbox/diff oil
CHASSIS 9x18” (front) and 9.5x18” (rear) #Apex-EC-7 wheels with 255/35 (front) and 265/35 (rear) #Nankang Sportnex NS-2R tyres mounted on 75mm #NMS-Racing studs, custom Sellholm asphalt coilovers, #Sellholm adjustable suspension turrets, custom top mounts, Sellholm fully adjustable blade anti-roll bars (front and rear), Turner Motorsport aluminium trailing arm bushes, aluminium front control arm bushes, #PeeBee-Motorsport adjustable upper rear control arms, #Turner-Motorsport adjustable lower rear control arms, aluminium diff bushes, K-Sport eight-piston calipers with 355x32mm discs (front), #K-Sport six-piston calipers with 330x32mm discs (rear), #EBC BlueStuff pads (front and rear)
EXTERIOR Removable ACM carbon race bonnet, carbon sunroof blank, rear arches rolled
INTERIOR Full chromoly 4130 roll-cage connected to suspension turrets, diff and throughout the chassis, QSP steering wheel with #Sparco Group N quick-release steering wheel boss, OBP pedalbox, Sellholm hydraulic handbrake, Cobra Suzuka seats with six-point 3” harnesses, Racepak UDX dash data logger, Autometer Sport-Comp gauges for oil pressure, oil temperature, boost pressure, fuel level and water temperature, OMP 4.24-litre central fire extinguisher, ACM carbon doorcards, carbon fibre firewall, complete carbon dash and carbon DTM centre console, Fibervac carbon panels, 580lph Aeromotive SS series lift pump, 2x Aeromotive A1000 fuel pumps, Aeromotive fuel filter/holder, Aeromotive 60-litre aluminium fuel cell, aluminium swirl pot, Earl’s fittings and hoses
THANKS An extremely big thanks to Vidar Strand at V.S Motor, without him this car would not have been possible, he has always been cheerful and helpful no matter what time I’ve called. Thanks also to Robin, Kay Ove, Stig P, Kurt Magnar, Kjell Inge, Jørgen, Terje, and Thomas at EdgeperformanceStream item published successfully. Item will now be visible on your stream.
- Post is under moderationTOTAL WHITEOUT
A stunning matt white, wide-body BMW E92 335i. The E92 bar has been raised to sublime proportions with Carlos Molina’s dazzling matt white wide-body 335i. Words: Iain Curry. Photos: Eric Eikenberry.
Perhaps the best news for us modifiers with the launch of the new F30 3-Series is the inevitable plummet in prices for the outgoing E9x models on the used market. So get yourself ready, soon these desirable fifth-gen Threes will be flooding the classified websites at prices more and more will be able to afford. That means it’s the time to get some modifying plans in place, and if you’re after a bit of inspiration, it’d be a good idea to look west to America and witness some of the latest E90/2 creations currently leading the scene.
Carlos Molina Jr. will be a name familiar to many reading PBMW, as his cars and modifying exploits have been widely publicised on the internet and in magazines. His killer E46 show car has been long on the scene since its SEMA 2008 introduction, but inevitably Carlos was tempted by a new project by 2011, this time based on the then current E92 Coupé.
In its sweetest of sweet-six engine guise, an E92 335i with a twin-turbocharged 3.0- litre is a talented platform to start work on. Carlos took the plunge and put his order in, ready to get busy with a Prior Design body kit he’d spied. “I saw glimpses of a full widebody kit on the internet, and was told that no one in the US had the full kit,” he said.
This chance at exclusivity convinced Carlos to commit to the German Prior Design offering, and just one peek at the spectacular body is enough to convince most that he made the right choice. Here is an E92 that successfully maintains its attractive factory styling, but adds muscles in exactly the right places. And sat on those achingly good-looking concave polished-lip DPEs with barely-there rubber bands wrapped round them, it’s a show-stopper both on the street and in the modified car halls.
Once Carlos had decided on the widebody, he was introduced to Michael Borja from Rollin’ Art who’d have a big say in the dramatic final results you see today. “Mr Borja was known for his meticulous painting ability, especially with matt paints,” Carlos said. “We discussed the build, and decided on a Bianco Fugi white matt pearl.”
And what a choice it was. Fresh, contemporary and very, very sexy, this matt white hue emphasises the aggressive curvature of the wide-body and, especially under show lights and street lights, you’re left in little doubt that this is a very special BMW. The body work has been meticulously carried out, with the metal work of the rear wheel wells given relief cuts and then shaped to the glass fibre Prior Design wide-arch for added reinforcement.
The full kit comprises the fattened arches, side skirts, front and rear bumpers and the vented and bulged bonnet. With subtle Prior Design wings for the bootlid and roof, the look is certainly not too over-the-top, more a case of elegant aggression. Such a style is seen on the likes of BMW’s new M6, with its factory 20-inch wheels sharing much in the way of desirable style with Carlos’ 20-inch DPE rolling stock.
The wheels sit on Tein adjustable Super Sport coilover suspension for the required slammed stance, and this thing will be a mean handler with the Whiteline front and rear anti-roll bars acting as back up. The DPEs also allow plenty of vision for the anchors behind, consisting of Rotora 14-inch discs clenched by Rotora six-pots up front and four-pots at the rear. Powdercoating these white adds even more flair behind the rims, while H2 ceramic brake pads ensure the full complement is there for pulling up promptly when this E92’s fettled powerplant is properly exercised.
While Carlos was discussing plans with Rollin’ Art in Las Vegas, it became clear that the rest of the car needed to match the level of the body. “The discussion did not end with the exterior,” he said. “I wanted the interior, engine and audio extensively worked, too.” This has been achieved and then some. Little wonder then that this E92 had more than a few crowds around it at the Accele booth at the giant SEMA show.
Starting with the cabin, this is a plush masterpiece dripping in Alcantara and carbon fibre, with the stand-out ACE Custom Steering blue steering wheel breaking up the classy blacks and greys. In true old-school racer fashion the front seats are Cobra carbon fibre items re-wrapped in Rollin’ Art diamond stitch while the surrounding gaiters, headliner and interior pillars are Alcantara. Throw in an Active Autowerke polished aluminium gear knob, NRG carbon handbrake and UUC carbon race pedals and Carlos has a sublime area to go to work in. You’ll also find parts of the mighty ICE install in here too.
There’s an Accele rear view mirror with integrated screen, and who doesn’t like a bit of personal voyeurism when out enjoying an enthusiastic drive? Check out the Accele mini video camera pointed at the driver, just to log all the fun goings-on this E92 offers.
Moving under the bootlid and there’s a veritable party to discover. Once again there are acres of Alcantara for some classy lining, and it looks superb surrounding not one but two 19-inch Accele monitors. One of these is for the bootlid’s inside while the second, on the back of the rear seats, is split into four sections to display the view from the different cameras this car features. Amps, subs and a Sony PS3 all add to the beautifully lit and presented boot install, one that even the harshest of show judges would struggle to not award top marks to.
Now that could have been that for Carlos’ E92, and we couldn’t have blamed him if the fantastic combination of six-speed manual gearbox mated to the multi-award winning 3.0-litre twin-turbo proved ample in the performance department. Not so.
“While all the aesthetics were being upgraded at Rollin’ Art, I turned to my good friend Chad Stett, owner of Stett Performance, for some engine goodies,” Carlos said. “He provided a new dual intake, charge pipe, oil cooler and upgraded vacuum reservoirs I’d suggested. No performance upgrade there, but they sure do look great next to all the other Stett Performance items powdercoated red in the engine bay.”
Yes, it’s pretty showy under that bonnet too with various Stett red flashes, plus there’s a BMW badged Axis Power Racing carbon fibre engine cover and braided hoses. Well, you didn’t expect it just to be dull factory plastic engine shrouds did you? As tasty as the under-bonnet aesthetics are, there’s plenty of substance to match the style.
The boosted six-cylinder features a Nitrous Express nitrous system with the various associated accoutrements, while a full custom exhaust by SuperSport has been fabricated to work with the Prior Design bodykit. AFE has provided the downpipe and throttle body, while a Race Precision front-mounted intercooler helps keep temperatures down more effectively than the stock item not designed for the healthy leap in power here. There was also good cause to beef the transmission up too, with Centreforce providing a performance clutch and lightened flywheel to handle the increased load.
The end result of all this? Well, it’s fantasy stuff really. The finished article is one of the finest examples of E92 tuning we’ve ever seen and is a credit to Carlos and his many sponsors and supporters involved in the build. His wide-body 2011 335i demands your attention even at a show as outrageous as SEMA and, crucially, here’s a modified #BMW that has pride of place in a show booth, tearing through the city streets under neon lights, or even out on your favourite country road thanks to its comprehensive performance and chassis enhancements.
So there’s your inspiration. The E9x model prices are on the tumble and with examples like Carlos’ 335i to aspire to we hope to see plenty more flooding our scene in the near future. This perfectly-painted wide-body may have had more coin spent on it than most modifiers can stretch to, but we hope to see more of its ilk from those brave enough to attempt it. However, for now we’re just happy to sit back and enjoy this masterwork in all its pearly matt white glory.
DATA FILE #BMW-E92 / #BMW-335i / #BMW-335i-E92 / #2011 / #BMW / #BMW-3-Series / #BMW-3-Series-E92 / #BMW-3-Series-Coupe-E92 / #BMW-3-Series-Coupe / #N55B30 / #N55 / #BMW-N55 / #ESS-Tuning / #BMW-E92-Widebody / #BMW-E92-Prior-Design / #DPE /
ENGINE: 3.0-litre twin-turbo in-line-six cylinder with #SuperSport full custom exhaust made for #Prior-Design body kit, AFE downpipe and throttle body, #Nitrous-Express remote bottle opener, purge valve kit, bottle pressure gauge, #GENX-2 accessory kit and #IntraCooler kit, Axis #Power-Racing carbon fibre engine cover, #NRG carbon fibre valve cover, bulkhead cover, PS loop cover and panel covers, Race Precision front-mounted intercooler and Ram Air scoop system, Stett Performance / #ESS-Tuning-ECU mapping, Stett Performance twin intake version 2 powdercoated Stett red, charge pipe version 2 powdercoated #Stett red with #Tial blow-off valve, #Stett-Performance carbon fibre catch can, oil cooler system, stainless steel vacuum reservoirs powdercoated Stett red and intake duct block-off plate
TRANSMISSION: Six-speed manual with Centreforce performance clutch and lightened flywheel
CHASSIS: 10x20” (front) and 11x20” (rear) #DPE-CS5 super concave three-piece wheels shod in 255/30 (front) and 285/25 (rear) Toyo T1R tyres. Tein adjustable Super Sport coilover suspension, #Whiteline front and rear anti-roll bars, Powerflex control arm bushes, Rotora 14-inch brake discs, #Rotora six-pot calipers (front) and four-pot calipers (rear) powdercoated white by Rollin’ Art, Rotora SS brake lines and H2 ceramic pads
EXTERIOR: #Prior-Design wide-body conversion, front bumper, boot lip spoiler, window wing, rear bumper, bonnet, front fenders, rear fender flares and side skirts, Rollin’ Art Bianco Fugi white full body respray
INTERIOR: Cobra carbon fibre race seats re-wrapped in Rollin’ Art diamond stitch, ACE Custom Steering steering wheel, Active Autowerke polished aluminium gearshift knob, Accele rear view mirror with integrated screen, Accele mini video camera pointed at driver, NRG carbon fibre handbrake and 16- piece interior kit, Rollin’ Art Alcantara suede gearshift gaiter, handbrake gaiter, headliner, boot liner and A- and C-pillars, UUC carbon fibre race pedals
ICE: Accele 19-inch boot monitor (split into four sections for the different cameras in car), 19-inch bootlid monitor, rear view mirror with monitor on rear view, hidden switches, actuators, FM modulator, video amplifier, video switcher and rear view camera, Sony PS3, Diamond Audio twin 12-inch subs, components, mono amp and four-channel amp, Street Wires 2* chrome cap and Street Wires audio/visual wiring throughout
THANKS: Eric Eikenberry for helping to get my vehicles in print, Mike Borja @ Rollin’ Art for the paint and transport, Chad Stett @ Stett Performance for support and developing the vacuum reservoirs, Stan Chen @ Toyo Tires for over 12 years of tyre support, Will Baty @ CenterForce for using the 335 as a test vehicle for future upgrades, Eloy Way @ Race Precision for believing in the build since SEMA ’07, Andreas Belzek @ Prior Design, Brian Paille @ Accele for supporting another BMW build, Bob Chanthavongsa @ Diamond Audio for last minute audio supportStream item published successfully. Item will now be visible on your stream.
- Post is under moderationROUGH DIAMOND
Purists may argue that the Mk3 GTI wasn’t exactly the Golf’s finest hour, but Kyle Wilinsky begs to differ. He’s a ‘never say never’ kinda guy… Words: Daniel Bevis. Photos: Jonathan DeHate.
The concept of the ‘difficult second album’ is something muchdocumented in the music press.
Bands that come in strong with their first long-players can find themselves mired in their own hype, their early work becoming an impossible act to follow – look at The Stone Roses’ Second Coming, The Strokes’ Room on Fire, or The Clash’s Give ’Em Enough Rope; following the success of such strong debuts, these LPs were always doomed to be sidelined. And it can be true of third albums too – a band may manage to hurdle Difficult Second Album Syndrome, only to come crashing headfirst into Questionable Third Album territory. Just ask Oasis about Be Here Now.
This is precisely where Volkswagen’s GTI sub-brand found itself in the early 1990s, with the advent of the Mk3 Golf and all of the peaks and troughs that car entailed. With the Mk1 GTI having woven itself firmly and celestially into the firmament of all-time greats, the Mk2 carrying on the good work with forthright decisiveness, and then ramping up the levels of excellence with casual aplomb in the sublime 16v evolution, the third-generation hot hatch came as something of a damp squib. 150bhp-odd was handy enough, but the thing suffered from a bit of middle-age spread, it was podgier and less agile. Perfectly okay for some, but not really good enough for others.
However, in the USA that fabled GTI badge could also be found glued next to one that read ‘VR6’ (rather than being separate entities like in Europe), and the addition of a couple of cylinders and a further 20bhp or so helped to liven things up a bit. And that’s where the story begins for the Golf we’re looking at today…
The story of its owner, Kyle Wilinsky, starts rather earlier: “My love for Volkswagens began when I was 15 years old,” the smiley Pennsylvanian explains. “I was introduced to the VWVortex forum, and that was that; when the time came to purchase my first vehicle, it had to be a #VW – in the end, it was a Mk2 Jetta.” You can see the seeds being sown here, can’t you?
An all-consuming online community, a fledgling first-hand introduction to the Golf platform, there was only one way this was destined to go. And it wasn’t long before those seeds grew up and bore fleshy Teutonic fruit. “After a couple more years and a couple more cars, a friend had this Mk3 Golf for sale; we came to a deal on the price and it was mine for $1800. It wasn’t in the best condition, quite neglected, but I only bought it as a cheap second car so I wasn’t too worried. I just gave it some basic maintenance and cleaned it up a bit.”
As you’ll have deduced from the photos (or if you’ve cheated and have already read the spec box), however, this wasn’t where the project stalled. As we hear so often from feature car owners, there was one sole spark of inspiration that crystallised into the kernel of an idea, and went on to dictate the ethos of the project from that date forth. In Kyle’s case, this spark showed itself during a joyride in a buddy’s car.
“I was offered a ride in a friend’s VR6 turbo, and from that moment I was completely hooked on the idea of fitting a turbo to my car,” he laughs. “I started ordering parts, and after a couple of months I had everything I needed to start the project. I guess I must mention that I had no real mechanical experience, and basically had to learn everything as I went, along with the help of some friends.” Kyle seems to be a man who enjoys a steep learning curve though, as it was only a matter of weeks before the newly force-induced motor was back together and offering an eye-watering 411bhp, which is certainly enough to quieten the Mk3 naysayers. “It was an absolute blast to drive,” he enthuses, as you might expect from someone who’s way more than doubled his car’s factory output using little more than a set of spanners and some well-placed advice. The sense of achievement must have been nearimmeasurable.
And naturally, with things going so well under the bonnet, Kyle’s eye began to turn to the rest of the car – after all, once you’ve started putting the effort in, you need to make it an object of personal pride, don’t you?
“The stock interior was pretty neglected, so I decided to pay it some attention,” he says. “I got it professionally detailed and the factory black really came to life; I was shocked at the result, and that’s when I started to gather parts for the exterior. I’d always loved the look of the Euro-spec GTI, so I knew that was the direction I was headed: I started purchasing everything I could get hold of for the full Euro makeover!”
Piece by piece the aesthetic transformation came together, with the ’98 GTI receiving bona fide texture-top bumpers, mouldings and arch flares, along with a shaved CL tailgate with its Euro-sized numberplate recess. Kyle hasn’t gone full OEM though; in fact, he’s cannonballed square-on into the choppy waters of obscure parts-hunting that define the builds of so many of you out there – when was the last time, for instance, that you saw a Henri Lloyd Yachting edition front lip? These appeared on an obscure Italian version of the Mk3 estate, and watercooled obsessives pay through the nose for them, if and when they can track them down.
“Eventually I started to get used to the power and decided to turn the boost up,” he recalls, slightly uneasily. “About 30 miles after I’d cranked it up to 22psi, the gearbox decided it wasn’t going to hold and shattered third gear! After doing some research I found that if I kept the power levels where they were, I was either going to deal with breaking and replacing gears regularly or I was going to have to build a stronger gearbox. I opted to park the car and save my money for some hardened straight-cut gears to ensure I would no longer have issues.”
By this point Kyle was around two years into ownership, and over the course of the next two years the car saw a number of changes to complement the evolving powertrain, with the Golf being reworked during the cold winter months to emerge from its chrysalis anew in the springtime – seats, wheels, they were changing all the time. “I’m never satisfied!” he laughs. “I’m always looking for fresh things to do with the car. I embarked upon a full engine bay shave and wire-tuck which, with the help of some friends, was a three-month marathon of grinding and welding… the bay and the motor are what I’m most proud of with this car, I spent countless hours and nights in the garage with friends and cheap beer to get the car ready.”
‘Ready’? Ah yes, Kyle had a target in mind to showcase the fruits of his labours – a Pennsylvania show entitled Cult Classic. With the date drawing ever nearer, our man was in the garage at all hours trying to get the thing tip-top, and his tireless endeavours paid off with gusto.
“I ended up winning ‘Best In Show’, out of around 500 cars,” he says, still flabbergasted. “Without a doubt it was the best feeling knowing that all my hard work was worth it and people were really enjoying the car.”
This was all going off in 2014, and the car has changed a fair bit since then. Well, as you might expect, really. People like Kyle aren’t prone to kicking their heels or watching the grass grow. Indeed, for this feature alone the car had to be reshot twice because Kyle kept changing things. “I really do have a problem,” he says, but it’s a pretty good problem to have.
“As I’m talking to you about it now, I’m only just realising that I’ve owned the car for seven years,” he continues, evidently slightly shellshocked by the telescoping effect of time’s relentless pendulum. “I can’t express how grateful I am for all the people that have helped me turn wrenches, given advice, or simply kept me company during this journey – it’s really what the car community is all about for me. The car has surpassed any of my expectations, and people really seem to love it and appreciate what I’ve built. The Golf has won multiple awards, was invited into Top Dawg class at H2Oi, and now this feature. Wow, what a feeling!” All of which serves to prove that you don’t need to be a scene darling or an Instagram celebrity to nail this VW lark. You can set out with an unloved example of a maligned model and, starting with a knowledge base and skillset close to zero, still manage to totally kill it on the showground time and time again.
The fact that this Golf is just as fast and agile as it is easy on the eye is solid testament to Kyle’s tenacity. He has put in the hours to make it work, and that’s what makes him a winner. He’s really got a taste for it now too… reckon the car’s looking the same today as it does here in print? No, of course it isn’t. Kyle’s always got plans. You’ll just have to keep an eye on the Mid-Atlantic water-cooled scene – this old-skool rough diamond is only going to keep getting sharper…
“The car has surpassed any of my expectations, and people really seem to love it and appreciate what I’ve built”
Dub Details / #VW-Golf-III / #VW-Golf-Mk3 / #VW-Golf-Mk-III / #Volkswagen-Golf-Mk3 / #Volkswagen-Golf-III / #Volkswagen / #Volkswagen-Golf-VR6-Mk3 / #Volkswagen-Golf-VR6-III / #Volkswagen / #VW-Golf-VR6-Mk-III / #VW-Golf-VR6 / #VW-Golf-VR6-Mk3 / #VW / #Volkswagen-Golf-VR6 / #Volkswagen-Golf / #Precision
ENGINE: Shaved and wire-tucked bay, 2.8-litre #VR6 , polished engine covers, #Megasquirt standalone ECU, #Precision-6262-T4 turbo, #ATP exhaust manifold, custom heat shield, #DEI turbo blanket, 3” stainless steel turbo-back exhaust, #Tial wastegate and blow-off valve, Precision 600 intercooler, custom intercooler piping, #Schimmel intake manifold, #Accufab 75mm throttle body with custom manifold adaptor, 034 fuel rail with 630cc injectors, #Walbro 255 fuel pump, #Aeromotive fuel pressure regulator, #Mishimoto aluminium radiator, dual slim fans, custom aluminium coolant lines and overflow tank, Eurosport oil cooler, relocated temp sensors, hidden coilpack, custom front crossmember with #Black-Forest motor mounts, O2A gearbox with #APTuning straight-cut gears, #Quaife differential, #ARP hardware, reinforced clutch fork, #SPEC Stage 3 clutch, Euro-spec lightened flywheel, CAE shifter, O2J shift tower and cables
CHASSIS: 8.5x17” (front) and 9x17” (rear) #CCW-D240 with brushed faces, polished lips, #ARP gold wheel bolts and goldplated lug nuts, Falken tyres, #Air-Lift suspension, #AccuAir-ELevel management, five gallon aluminium air tank, two #Viair-444C 444cc / #Viair compressors, #H&R 25mm front anti-roll bar, Eurosport rear strut brace, Audi TT 312mm front brakes with cross-drilled discs
EXTERIOR: Euro texture-top bumpers, shaved Euro CL tailgate, Euro textured mouldings and arch flares, shaved windscreen squirters, custom shortened mirrors, badgeless grill, Henri Lloyd Yachting front lip, Kamei air ducts, smoked indicators, Hella tail-lights, E-code headlights, #Bonrath mono wiper
INTERIOR: Recaro Sportster CS with suede inserts, suede wrapped A, B, and C pillars, suede headlining, custom rear seat delete with leather-wrapped air tank, Wiechers roll-cage, AEM digital boost controller, AEM air/fuel gauge, AEM oil PSI gauge, GReddy turbo timer, NRG quick release hub, Momo steering wheel, Alpine head unit, Pioneer speakers, JL Audio stealthbox with 10” JL audio subwoofer, JL audio amp
SHOUT: Thanks to my fiancée Lisa for always understanding and supporting my hobby. Borek, Adam, Jacob, Thompson, Jarad, Steve, Bergey, Rick at DEFIV, Jason at 4everkustoms, Andrew at Open Road Tuning, DeHate for the pics, and everyone else who has helped along the wayStream item published successfully. Item will now be visible on your stream.
- Post is under moderationYELLOW – NOT MELLOW
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).Stream item published successfully. Item will now be visible on your stream.