- Post is under moderationDOUBLE DIP #BMW-E46 / #BMW / #BMW-M3 / #BMW-M3-E46
Ferocious 545hp supercharged and 715hp turbocharged carbon-clad E46 M3s tamed by one owner. Decisions are hard, especially when it comes to choosing between a supercharged E46 M3 and a turbocharged E46 M3, so why not just have both…? Words: Elizabeth de Latour. Photos: Andrew Thompson.
545hp supercharged and 715hp turbo E46 M3s
Decisions are never easy to make, especially when you’re faced with two equally appealing options. Chinese or Indian, for example, or cookies and brownies, or pizza and, well actually there’s no alternative option to pizza because pizza just always wins. Sometimes, you don’t even have to decide, like with cronuts, or a turducken, just have everything, because more of everything is always better. For example, why choose between a supercharged E46 M3 and a turbocharged E46 M3, when you could have both? That is exactly what Jaime Taylor did and we’d like to think that decision made his life immeasurably better in every way.
This man is a serial car buyer and modifier with a car history varied enough to make your head spin, including a midengined, RWD Peugeot 205 GTi and a Sierra Cosworth, a scattering of BMs and some serious big-power builds, such as a 511hp Skyline R34 GTR, a 670hp Skyline R32 GTR and a 513hp Audi RS4. Jaime is no stranger to going fast and is clearly hopelessly addicted and devoted to the modifying lifestyle, which makes him our kind of guy, and we guess answers the question: “What sort of person owns a pair of cars like this?”
What’s really interesting here is that this is really a tale of two parallel builds, which were happening alongside each other at virtually the same time. Spooky. We’ve got Jaime, who wanted to build a turbo E46 M3 but ended up going down the supercharged route, and Andy Bennett, who bought the turbocharged car and proceeded to put a huge amount of effort into getting it running as it should, then ended up selling it to Jaime, who’d actually wanted to buy it all along but was beaten to the punch by Andy all those years previously. It’s a twisting tale deserving of its own movie adaptation, so grab some popcorn, get comfy and we’ll begin.
When Jaime bought his M3 in 2014, it already had a long list of tasty bits on it, including carbon front wings and carbon bonnet, a roll-cage, BBK, CSL air box and Recaro RS seats but even better than that it had been fitted with a new engine from BMW and had covered less than 20,000 miles on it. “The new engine was a blank canvas to work on,” smiles Jaime. “At the time I didn’t know any UK company who could turbocharge the S54 but did know a company in the States. We were talking about shipping the car over there to get the job done, but it would have been gone for six months for all the new fabrication work to be done because they hadn’t done a right hand drive vehicle before,” he explains. “In the end, with a new car on the drive, we decided to go down the supercharged route so then the car could stay local,” and that’s a pretty sensible decision as the job could be done much more quickly and he’d have more time to actually enjoy the car.
The supercharger kit comes from VF Engineering, with Jaime opting for VF570 flavour, the company’s most powerful E46 M3 supercharger offering. At its core is a Vortech V3-Si supercharger, capable of running at 26psi and rated for 775hp, so producing the 570hp and 380lb ft that VF Engineering claims for this kit is a walk in the park. The kit also boasts a cast manifold with a slide-in air/water intercooler cartridge and is a serious setup, able to deliver a huge hike in power. Initially, though, that wasn’t the case, as once Jaime had got the car back from being mapped and stuck it on a dyno he found it was only making 499hp.
“On each of the five back-to-back dyno runs we did the power was going down about 20hp every time because of heat soak,” he explains. “The engine was pulling the timing and it couldn’t make the power. To fi x this we got Gary Adlington, who runs Eastwood Garage in Falmouth, to fit an AEM direct port methanol kit from the States. Gary is a genius,” enthuses Jaime, “he put a Cosworth engine in a boat and some other crazy stuff – incredible character and he also worked on Andy’s engine.” Yes, in a further coincidence, both Jaime and Adam used Gary’s services for their respective projects; it’s like fate brought everything together. With the meth injection kit on board it was time to head back to the dyno and this time the numbers didn’t disappoint. “On the first run it made 513hp, 530hp on the second and we finished with 545hp,” grins Jaime and that grin is fully justified as that’s a serious power figure. Of course, running monster power means you need plenty of supporting mods and this S54 has been treated to a Mishimoto electric fan coupled to a larger Mishimoto rad, a 55ºC thermostat, the secondary air pump has been removed along with the air con and it’s all finished off with set of sport cats and a Milltek rear exhaust section.
Handily, the previous owner had done a lot of the groundwork on the chassis meaning the M3 was already in a good position to be supercharged, but Jaime has been upgrading things along the way over the past two-and-a-half years to make sure the car was the best it could be. The chassis has been enhanced with a set of KW V3 coilovers and is joined by Turner Motorsport top mounts and adjustable Turner anti-roll bars both front and rear. In addition to this there are adjustable rear camber arms, poly bushes fitted throughout and there’s also a 4.10 ratio rear diff. The brakes are seriously beefy and more than up to the task of slowing this powerhouse of an M3; up front there’s an Alcon BBK comprising 365mm discs, utilising Reyland brake bells, clamped by red six-piston calipers and braided hoses and Pagid RS-29 pads have been fitted allround while 710 racing brake fluid tops off the brake upgrades. When it came to choosing wheels, Jaime wanted something light and good-looking that would suit his track-orientated build. “Apex wheels were the weapon of choice,” he says, “they’re lightweight, concave and when I was searching for M3 track cars online everyone was running them so they were clearly the wheels to go for.” He’s gone for the Arc- 8, which looks great on the E46, and he’s running a square setup with 10x18s all-round wrapped in sticky Federal 595RS-R tyres.
No doubt a big part of the appeal of this M3 when Jaime was shopping was the fact that it looked so flipping fantastic, with the carbon bonnet, wings and boot lid really giving it a full-on track look and over the time he’s had the car he’s built on that, giving it an even more extreme appearance. “It was actually booked in to have all the carbon painted,” admits Jaime, “but I ended up going against it and kept the carbon on show for an aggressive track look,” and we’re glad he did. The car also wears a carbon front splitter and canards, plus Jaime has carried out a front foglight delete, and added a carbon rear diffuser, all of which combine to really make this M3 stand out and it’s got a lot of presence.
The interior had already been stripped out and caged-up when Jaime bought the car, but here too there was room for improvement and it all started with the seats. “On the first track day I took the car to I realised the seats were too high as we kept hitting our heads on the roof,” he explains. So out came the Recaro RS seats and in went in a pair of Corbeau Club Sport buckets, and Jaime was now far more comfortable and able to actually enjoy driving his M3. Other interior changes include the aforementioned roll-cage, a Safety Devices bolt-in item, an alcantarawrapped wheel from Royal Steering Wheels, full carbon door cards with red door pulls, an AEM hand controller for the methanol injection, a lightweight battery, fire extinguishers and a carbon blanking plate that covers the hole where the sat nav screen once sat. We love the fact that while it is stripped out and most definitely hardcore, it’s been finished to an incredibly high standard with some very high quality materials, and it all combines to make it even more special.
While Jaime was busy getting stuck into his supercharged E46 M3 project, Andy was well underway with getting his turbo E46 M3 up to scratch. Back in late 2013, having just sold a supercharged Range Rover Sport, Andy was flush with cash and looking to buy a second home to rent out. At least that was the sensible, grown-up plan, but one brief eBay session later it had all gone to pot as he’d spotted a turbo E46 M3, this very car, up for sale and, deciding that he couldn’t not buy it, he snapped it up with a sneaky bid in the final few seconds of the auction, unknowingly swiping it away from Jaime.
Not only did the car have a claimed 650hp, but it had also been on the cover of the March 2008 of PBMW, and came with a vented carbon bonnet, carbon bootlid, BBK and ticked just about every box that there was to be ticked. Quickly, however, it transpired that the car was not in rude health, making only 465hp on the dyno, not the figure Andy had been led to believe, as well as suffering from numerous issues to do with the turbo conversion. It was not a happy car. It was decided that a new intake manifold and stand alone ECU were needed, so Andy took the M3 off the road and put it into storage while he saved money for the work it needed. It was at this time that he learned about the infamous E46 subframe failure issue and, after inspecting the state of his M3, he discovered that, lo and behold, the subframe was not in a good way...
While we can’t imagine his mood was particularly good at this point, Andy had a turbocharged M3 and he was determined to make it the best turbocharged M3 he could; where Jaime started his project with a clean slate, Andy had the perfect opportunity to not just fix what was wrong with his M3, but improve everything as he went along, and he’s definitely done that and then some.
Before he could even think about getting the engine running at full capacity, that rear end needed sorting out so the old boot floor was cut out, a new one was welded-in and Redish Motorsport reinforcement plates were installed, along with a box section welded across the boot floor to eliminate any flex. At the same time, the whole back end was poly bushed and the propshaft rubber donut was replaced by an uprated Revshift polyurethane set up. The poly bushing extends throughout the chassis now and the suspension has been thoroughly upgraded throughout to ensure it’s up to the task of coping with a turbocharged S54 above. Naturally the car sits on coilovers but they’re not the usual suspects, this M3 having been fitted with Tein items complete with electronic damping adjustment, and these are joined by adjustable front camber plates and Eibach anti-roll bars front and rear and there’s also a Strong Strut front brace with a Schnitzer item mounted at the back. A Brembo GT BBK takes care of stopping duties, with six-pot calipers and monster 380mm discs up front and 345mm discs at the rear, the red calipers contrasting perfectly against the black spokes of the 19” CSL replicas, themselves fitted with Toyo R888 tyres for maximum grip and traction. When it came to the engine Andy admits that, without the help and knowledge of Gary Adlington, he probably would have given up on the car a long time ago, which would have been a shame as he would not have had the chance to experience the fury of a fully operational turbo M3. The main components required to get the S54 performing as it should were an AEM Infinity 8 ECU, Horsepower Freaks intake manifold and boost pipe, a pair of HKS SSQV4 blow-off valves and an AEM water/meth injection kit. The intercooler was also sent off to have the end tanks cut off and new ones made from thicker aluminium welded on. The final engine spec makes for some eye-widening reading as some serious work has gone into making this S54 as powerful as it is. The turbo kit itself comes from Savspeed Racing and uses a Turbonetics T70 turbo and the engine has been bolstered with a set of Wiseco low compression pistons, Pauter con rods, VAC Motorsports head bolts and a steel-lined head gasket while twin fuel pumps feed 750cc injectors via an Aeromotive fuel filter. The result of all that is pretty spectacular, with four different power maps to choose from: the mildest map offers a sensible 500hp, which we imagine is handy for popping to the shops for a pint of milk, while the wildest map delivers 715hp, which you’d probably use for getting a pint of milk and some toilet paper. Perhaps a cheeky Snickers as well. A Clutch Masters twin-plate paddle clutch has been added to cope with all that newfound power and there’s also a short-shift kit rounding things off.
As with the supercharged car, this turbo M3 is a riot of carbon fibre on the outside, which looks fantastic against the Steel grey bodywork. It wears a Vorsteiner carbon bonnet and carbon front bumper, carbon front wings, a CSL carbon bootlid, carbon rear bumper, carbon side mouldings, carbon roof spoiler, carbon Schnitzer mirrors, even a carbon fuel filler flap. There are more carbon panels on the car now than there are regular body panels, it’s really something, and makes the car utterly spectacular. The interior is has also been treated to a whole heap of carbon goodies, including dash trim, door pulls, steering wheel trim, steering column and gearknob, gear surround and handbrake lever. It’s a veritable feast for the eyes. In the early stages of the project, Andy picked up some rather sexy Cobra Daytona seats, which were already trimmed in black Mercedes leather and black Mitsubishi Evo X alcantara and finished with gold stitching, and they look great in the car, really filling out the interior and making it a rather more special place to sit. They’re mated to threepoint harnesses, which are mounted where the rear seats used to be, and naturally there’s also a host of gauges, we’d have been disappointed if there hadn’t been what with this being a turbocharged car and all. They include an Innovate AFR gauge, a trio of HKS gauges to monitor boost, exhaust temperature and pressure and there’s also a HKS turbo timer ensuring that the turbo stays healthy.
So, man builds supercharged E46 M3 and buys turbocharged M3, drives off into the sunset, lives happily ever after etc, right?
Well, not quite… “It’s a good job Andy pipped me to the post on the turbo car,” admits Jaime, “as he spent a lot of money on this M3, so I really reaped the benefits of all his hard work. It was a pleasure to scratch that turbo M3 itch that I’ve had for years, watching all those turbo M3 videos on YouTube, and it is fricking awesome,” he grins, but after buying the car from Andy last July just one month passed before Jaime had put it up for sale himself. “I needed to try it out for a while to see if I was happy to make this my new track car, and after testing it back to back with my supercharged one I decided it wasn’t for me. I have a bond with my supercharged one and prefer everything else about it, as does my other half, Terrie, and I have to live with her so she has a big say in what I do,” he laughs. Unsurprisingly the turbo M3 sold very quickly but surprisingly Jaime has now put his supercharged M3 up for sale as well, and as we put the last of these words to paper it looks like it may have found a new home… “I’ll be very sad to see it go,” he says, “and so will Terrie as we’ve both done a lot of track days in it and she’s learned a lot from driving it and really enjoys it,” but that’s just how it goes with modified cars, we suppose, it’s very rare for them to have any sort of permanence and selling the cars we’ve poured so much of everything into is a just part of the life we lead. They do say that it is better to have loved and lost than never to have loved at all, though, and while we’re not sure if Jaime is planning to go as far as this with the E92 M3 he’s thinking of buying next, he can at least say that he’s been the owner of both a turbocharged and a supercharged M3, and there’s not many people that can.
TECHNICAL DATA FILE #Turbocharged E46 / #BMW-M3 / #Turbonetics / #BMW-M3-Turbocharged / #BMW-M3-Turbocharged-E46 / #BMW-M3-Turbo / #BMW-M3-Turbo-E46 / #HKS / #BMW-M3-Tuned / #BMW-M3-Tuned-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 /
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54-Turbocharged / #S54-Turbo , #Savspeed-Racing turbo conversion with #Turbonetics-T70 turbo, #Wiseco low compression pistons, #Pauter con rods, #VAC-Motorsports head bolts, steel-lined head gasket, 750cc injectors, twin fuel pumps, #Aeromotive fuel filter, #AEM Infinity 8 standalone ECU with E46 plug and play harness, AEM water/methanol injection kit with 1000cc and 500cc injectors, #HPF intake manifold and intake piping, custom front mount intercooler, 2x #HKS-SSQV4 blow-off valves, HPF five-way traction control system, custom exhaust system. Six-speed manual gearbox, Clutch Masters twin-plate paddle clutch, short shift kit
CHASSIS 19” #CSL-replica-wheels in gloss black with 235/35 (front) and 265/30 (rear) Toyo Proxes R888 tyres, Tein-coilovers with electronic damping adjustment, adjustable front camber plates, Strong Strut front brace, AC-Schnitzer rear brace, Eibach anti-roll bars (front and rear), fully poly bushed, Brembo GT BBK with six-piston calipers and 380x32mm discs (front) and four-piston calipers with 345x28mm discs (rear)
EXTERIOR Steel grey, #Vorsteiner carbon bonnet and front bumper, carbon fibre front wings, side mouldings, AC Schnitzer carbon fibre door mirrors, CSL carbon fibre boot, carbon fibre rear bumper, roof spoiler
INTERIOR Cobra Daytona seats re-trimmed in black leather and alcantara with gold stitching, three-point harnesses, rear seat delete, black alcantara gear and handbrake gaiters with gold stitching, Innovate AFR gauge, HKS boost, exhaust temperature and pressure gauges, HKS turbo timer
TECHNICAL DATA FILE #Supercharged / #BMW-M3-Supercharged / #BMW-M3-Supercharged-E46 / #S54-Supercharged / #VF-Engineering / #Apex
ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 , #VF-Engineering-VF570 supercharger kit, AEM water/methanol injection kit, #Mishimoto electric fan, Mishimoto bigger radiator, 55ºC thermostat, secondary air pump removed, airconditioning removed, sport cats, Milltek rear exhaust. Six-speed manual gearbox, 4.10 rear differential
POWER AND TORQUE 545hp, 383lb ft
CHASSIS 10x18” (front and rear) #Apex-ARC-8 wheels with 265/35 (front and rear) Federal 595RS-R tyres, stud conversion kit, 12mm rear spacers, #KW-V3 coilovers with Club spec springs, Turner Motorsport top mounts, #Turner-Motorsport adjustable anti-roll bars (front and rear), adjustable rear camber arms, fully poly bushed, #Alcon BBK with six-piston calipers and 365mm discs with #Reyland bells (front), standard calipers (rear), Pagid RS-29 pads (front and rear), braided brake lines (front and rear), 710 racing brake fluid
EXTERIOR Carbon fibre canards, splitter, front wings, boot, bonnet, rear diffuser, carbon wrap on roof, fog lights removed
INTERIOR Stripped-out, full bolt-in Safety Devices roll-cage, alcantara steering wheel by Royal Steering Wheels, solid steering wheel coupler, full carbon door cards with red pull tabs, RTD short shifter, AEM hand controller for water/methanol injection, Corbeau Club Sport seats, Willans harnesses, water/methanol tank in boot, Odyssey PC950 lightweight battery, fire extinguishers, stereo removedStream item published successfully. Item will now be visible on your stream.
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PERFECT EXAMPLE #BMW-E36 / #BMW-328i / #BMW-328i-E36 / #BMW-328Ci / #BMW-328Ci-E36 / #BMW-E36-Coupe / #BMW-3-Series / #BMW-3-Series-E36 / #BMW-3-Series-Coupe /
This full-on E36 328i combines aggressive styling with serious turbocharged performance. Many have tried, and many have failed. The quest for the perfect modified #BMW is an arduous one, but our US contributor thinks he may just have found it. Words & Photos: Eric Eikenberry.
In the days of yore, men of differing opinions used to gather in remote locations to shout vociferously at one another, clash shield upon shield, sword upon sword, all in the name of settling the score. In today’s infinitely more modern arenas, the shields and swords have been discarded in favour of wings and air dams, ICE and carbon fibre. The battle cry is far different too. ‘JDM’ or ‘DTM’. Where do your allegiances lie? If you’ve picked up this magazine, that choice is pretty clear. As such, we present to you your champion, Ryan Castro’s #1997 E36 328i. All hail your king!
At a recent JDM-DTM shootout held in California, Ryan not only laid to rest the JDM dragon, he also captured an overall show trophy for Best Modified. With his comprehensive and well thought out modifications, not only is this ride an incredible showpiece, it packs the punch necessary to decimate its rivals on the strip or track.
Ryan has a dream job that allows him a great deal of leeway in his choice of transportation. Sure, it’s not as grand as what us motoring journalists do for a living – testing cars for you, our readers – but still it’s the tops. Ryan is one-third owner of DP Engineering (www.dpengineering.cc). This means he gets to play with forged wheels all day long – just like the wheels you see here on this car.
These gorgeous 8.5x19” and 10x19” two-piece, fully-forged R06VS beauties are produced by DP Engineering, and are wearing 235/35 and 275/35 Falken Azenis rubber. The black anodised centres are polished to a high gloss. Since he prefers the deep-dish look, the fronts feature a 3” lip, while the rears sprout a staggering 5” shelf.
Tucked away inside are front and rear Brembos, silver-painted and the size of dinner plates. 15” cross-drilled front rotors ride on floating pins, while 11.6” rear rotors are gripped by two-pot, lightweight calipers; fronts by four-pot F50 units. Looking a bit further under the car reveals a KW Variant II coilover suspension setup and Racing Dynamics roll-bars. These six-way adjustable suspenders, with ride comfort adjustment, ensure that Ryan gets the look he wants without the need to keep his chiropractor’s number on speed-dial.
Helping him achieve that look is the überrare (here in the US) Esquiss’ Rafale Widebody kit with carbon fibre inserts. Very subtle E30 M3-style flares are combined seamlessly with wild arches to cover the massive wheel/tyre combo. Over the top of that Ryan laid the BMW Chrome Shadow concept paint. This trick paint is composed of a base layer which is black, while the top layer is ultra-smooth silver. In full sunlight, the finish is like a pewter-coloured mirror.
At night, it becomes a dark grey. “I wanted the car to have a clean, classic look that would always be in fashion,” he explained. “Kind of like an Armani suit, it will always look good.”
But what would any good suit be without the additional accessories to top it off? Browsing through the supplied spec sheet, we wondered if it would be easier to just list the items Ryan didn’t modify! The emblems have all been shaved and there are carbon fibre mirrors, side skirt inserts, front splitter and rear wing. There’s a custom roof spoiler, bonnet vents, E46 headlight eyebrows and an aviation-style fuel filler cap. A set of Kool Kustoms E46 M3 painted mouldings and M-Tech side mouldings complete the look, while Euro Clear’s custom smoked clear marker lights fill the corners. On top of all of this, there are no windscreen wipers! Clearly, this is a testament to the car’s enviable Southern California residence.
Ducking one’s head inside provides a plethora of extravagant eye candy in every direction. We particularly liked the Blitz DC turbo, oil pressure, and temperature gauges mounted directly to the windshield and cabled to a Blitz Live Unit controller. Just like on the outside of the car, if you can find an original part here, we’ll give you a big pat on the back.
Like the rest of the interior, the front Cobra Sidewinder fully adjustable seats have been retrimmed in grey and black with red trim by Kreative Interiors. Wedge Engineering seat rails ensure a safe place to park one’s bum while Sabelt three-point safety harnesses keep you there during even the most hair-brained manoeuvres.
A custom chrome, four-point roll-cage helps to stiffen the already rigid BMW coupé’s chassis. Carbon fibre again abounds, noticeable in the dash, gauge surrounds, gauge rings, airbag lid, centre console, door inserts and rear panels. Not to be outdone, aluminium puts on a good show as the BMW gear knob, UUC pedals and left footrest, UUC handbrake handle, and custom diamond-plate Legend 5 floor mats are all made of the polished metal. Ryan’s hands grip a Momo Champion steering wheel during the rare occasions he actually gets to drive this stunning ride to the local McDonald’s.
Where a rear seat once resided, there’s a chromed Nitrous Oxide bottle and two 12” Massive Audio subs. Naturally, they’re mounted in a carbon fibre enclosure. In fact, there’s so much of the stuff in this one car we’re afraid Ryan’s driven the price of the world’s supply to a new peak!
The centre console is home to a 7” NESA screen, and there are even Game Port plug-ins for Ryan’s favourite video games. A Pioneer DEH-840MP DVD/VCD/MP3 head unit drives the tunes to the three 600W Massive Amps amplifiers and the Diamond HEX 500 S components.
Hidden somewhere are two Optima Blue Top batteries and two 1.5-farad Massive capacitors. Ryan’s also installed a High Tech RV Isolator to keep the current clean and noise-free. In the boot, his carbon fibre (yes, still more) amp rack is topped by custom Plexiglass amp surrounds lit by glowing blue neon.
Of course, all of this show gear would barely be enough to turn heads here in the States if there was no power backing it up. A wise man would think twice before picking on this car in a drag race. A polished Turbonetics 60-1 T3/T4 Turbocharger boosts the 328’s engine into orbit, placing 430hp on the tarmac at the rear wheels.
Carbon fibre and polished aluminium again rule supreme, providing a wicked silver/black appearance throughout the compartment. The fully custom Stage 2 turbo setup utilises an Aquamist water/alcohol injection system, a Blitz SBC-iD sequential boost controller, along with an HKS Super-Sequential blow-off valve and a Turbonetics Deltagate external wastegate to keep the hyped-up airflow under tight control.
The Nitrous Express Stage 2 kit purges the intercooler while a high flow fuel pump, boostsensitive fuel pressure regulator and RC Engineering 35lb injectors feed the beast.
Billetwerks black anodised engine caps keep all fluids in their intended locations. The DME is reprogrammed and there’s a Euro mass airflow meter, and yet, surprisingly, the car remains emissions-legal as far as expelling gases is concerned.
Speaking of exhaust, Ryan had a custom 3” piping system constructed with a custom race muffler and Borla carbon fibre tips. It seems that he has a CF fetish (Nothing to be ashamed of ~ Ed): Vortiel CF engine cover and fuel rail cover, CF fusebox cover, and a CF radiator cover ensure that the entire compartment is appropriately dressed. Sun Auto supplied its Hyper Ground and Hyper Voltage systems, keeping the current flow more than adequate. Ryan is even planning a Standalone ECU upgrade in just the next few days.
The car’s original five-speed transmission (one of the few non-modified items on the car) is in fact surrounded by helpful bits. A UUC short-shifter keeps the gears on target while Delrin bushing hold it securely in place. Redline synthetic lube swishes around inside, keeping the gears happy under the abuse dished out by the motor. The rear differential has been upgraded to a limited-slip item with 3.15:1 ring and pinion. A UUC aluminium 8.5lb racing flywheel and a 1993-95 M5 clutch ensure that horsepower isn’t needlessly wasted.
In the end, is it indeed a rolling Armani suit? Let’s crunch the facts and see. Classic pre-Bangle Germanic good looks? Check. Tasteful accessories integrated flawlessly into the package? Check. Outrageously good-looking black shoes? Check. An ICE system so intense it could host movie premieres? Check. Rocket-ship acceleration and ‘hand of God’ braking? Check. Yep, it’s the real deal. If Armani made clothing for Robocop, this is probably what it would look like, and that has Ryan’s JDM competition running scared.
“not only is this ride an incredible showpiece, it packs the punch to decimate its rivals on the strip or track”
DATA FILE / #Turbonetics / #Turbonetics-60-1-T3 / #Turbonetics-Deltagate / #Apexi-GTR / #M52B28 / #BMW-M52 / #M52 / #M52-Turbonetics / #DP-Engineering /
ENGINE: 2.8-litre six-cylinder with polished #Turbonetics 60-1 T3/T4 turbocharger, Turbonetics Deltagate external wastegate, #HKS super sequential blow-off valve, HKS Type I turbo timer, #Blitz SBC-iD sequential boost controller, polished AA intake elbow, custom turbo manifold, chromed downpipe and intercooler piping, polished #Apexi GTR intercooler, Turbonetics custom end tanks, #RC-Engineering 35lb injectors, custom #K&N turbo intake. Custom Aquamist water-alcohol injection kit, #Nitrous-Express-Stage-2 kit for custom intercooler purge, NX bottle warmer. NGK race plugs, high flow fuel pump, boost sensitive fuel pressure regulator, HKS air/fuel ratio control, Vortiel carbon engine cover and fuel rail cover, carbon fusebox and radiator cover, Euro mass airflow meter, BMP oil filter cooling fins, reprogrammed DME, custom race exhaust with carbon fibre #Borla tips, 3” racing exhaust piping, Billetwerks black anodised engine caps, Sun Auto hyper ground system and hyper voltage system. Standard five-speed manual with UUC short-shifter, Delrin bushings, Redline fluids. Upgraded LSD to 3.15, UUC aluminium 8.5lb lightweight flywheel, E34 M5 clutch, custom tranny mounts
PERFORMANCE: 430bhp at the rear wheels
CHASSIS: 8.5x19” (front) and 10x19” (rear) #DP-Engineering-R06VS alloys with 3” lip (front) and 5” lip (rear) shod in 235/35 and 275/30 Falken Azenis tyres respectively. #KW-Variant-II coilovers with ride comfort adjustment and six-way height adjustment, Racing Dynamics sway bars and strut tower bar. 15” #Brembo four-pot brakes (front) and 11.5” two-pot brakes (rear) with silver calipers all-round, cross-drilled rotors, stainless steel brake lines, Brembo pads, racing DOT 5 brake fluid
EXTERIOR: Full Esquiss’ Rafale Widebody kit with carbon fibre pieces painted in Chrome Shadow #BMW concept paint, carbon fibre mirrors, side skirt inserts, front splitter, roof spoiler and bonnet vents. Fibreglass inner wheel wells, E46-style headlight eyebrows, de-badged, aviation-style fuel filler cap, Kool Kustoms E46 M3-style painted mouldings, M-Tech side mouldings, de-wipered. Euro front clear lights and side repeaters, custom smoked rear lights, 4300K HID low beams, custom H7 foglights, angel eyes with fibre-optic lighting, Showoff Krypton bulbs, H1 high beams
INTERIOR: Full Kreative Interiors interior retrim in grey/black with red trim, two Cobra Sidewinder fully adjustable seats, Wedge Engineering seat rails, #MOMO Champion steering wheel, custom four-point roll-cage, Sabelt three-point safety harnesses. Carbon fibre dash, gauge surround, airbag lid, centre console, door inserts and rear panels, silver gauges, chrome gauge rings, custom painted centre console, BMW OEM aluminium gear knob, UUC pedals, clutch stop and handbrake handle, Legend 5 aluminium chequerplating floor mats, Blitz DC turbo, pressure and temperature gauges, Blitz live unit
ICE: 7” Nesa monitor, Pioneer DEH840MP, DVD/VCD/MP3 player, pair of Massive Audio 12” subs, 3x600W Massive amps, Diamond mid-bass, Diamond HEX 500S components, pair of Massive farad capacitors, pair of Optima Blue-Top batteries, High Tech RV isolator, game port plug-ins, custom carbon fibre box enclosure and amp rack, custom Plexiglass amp surrounds, blue neon lighting, Accessories 12V transformer, sandblasted ‘Kinetix’ sign-board
“I wanted the car to have a classic look that would always be in fashion; like an Armani suit, it will always look good”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationPUT IT DOWN / KRB #Audi-S1-Quattro replica / / #KRB-Audi-S1-Quattro-replica / #Audi-S1-Quattro replica / #KRB-Audi-S1-Quattro / #Audi-S1-Quattro / #KRB-Quattro / #Audi-Quattro / #Audi / #KRB
With a rear wing the size of Belgium, and tyres wider than J-Lo’s backside KRB’s ’80 Coupé puts down all of its 1061whp very effectively! Never has the word ‘want’ been so appropriate as now! KRB Audi-S1-Quattro replica. Over 1000bhp and wings to die for. Words: Brent Campbell. Photos: Kid A.
Pop quiz; if you had the chance to add any car from VW/Audi’s motorsport catalogue to your garage, which one would it be? We’re talking no-holds-barred, any car, be it a rough-and-tumble rally racer to a ’ring regular, a Le Mans legend to a DTM demonstrator. While we’re sure you needn’t any help making up your mind, let’s talk it through, just for the sake of conversation. First off, we can probably go right ahead and dismiss anything from the VW side of the family, as the only memorable racer VW has ever produced had two pin-stripes and a 53 painted on the side (and it’s probably landed in some California impound lot after all those DUI convictions, no?)
So forget that; let’s take a look at Audi. Lots of fine, sporty cars to choose from, eh? How about the diesel R10? It would add a nice pep to your commute to work, not to mention return excellent fuel economy, though it does get a bit dodgy around those speed humps. What’s that, weather too unpredictable for a car with no roof? Well, how about the A4 BTCC racer of the mid- ’90s? Instantly recognisable, modern and with that Quattro grip you’ve been after. Too pokey? I knew you’d say that. Well if it’s speed you’re after, we’ll need to roll the clock back a bit further. What you’ll want is one of the legendary Group B cars of the mid-’80s. Relentless power, go-anywhere Quattro capability and people will be cheering from the kerb whenever you roll by.
So you’ve decided then? Sign here… Alright, alright, sorry. Enough messing about. We all know that these cars don’t just pop up for sale and even if they did, you couldn’t afford one and neither could we. But there is another option. All of these cars are based on production cars, right? Sure, not the R10, but for the most part, the touring and rally cars were. So you’ve got some time, some skill and maybe a little spare change in your pocket; why not build your own take on that rally favourite of yours?
With all the advancements in technology over the years, not to mention the off-the-shelf attainability of performance parts and materials that once only factory-backed race teams could afford, the proposition doesn’t sound all that outlandish.
But there is a fine line. There’s a difference between building a modern take on a hero car and taking a bone-stock 80 GT and slapping a bunch of stripes and stickers on it like some motorsport wannabes. We’ve all seen them; base-model Audi repmobiles with tawdry spoilers, brushed-on livery, cut springs and no back seats. Oh, and still on stock wheels no less. What was intended to be a tribute can sometimes do more to invoke the gag reflex than inspire pride in your brand’s heritage.
Fortunately, some people do get it right. A satisfying mix of modern performance wrapped up in a retro motorsport shell; it can be done. Just look at some of other cars we’ve featured: Perry Mason’s blood-red BTCC ’banger back in the October issue; MTM’s S1 rep from 10/09; Autoparts Veghel’s V8 Sport Quattro from 08/08 and Andy Krink’s 20v rally rep from 05/08.
And that leads us to this car (finally…), which we spotted while covering a Gatebil event at Rudskogen, which we featured back in January 11. While it has the look and the presence of the greatest of the Group B and Pikes Peak-era Audis, it isn’t at all a replica, at least by conventional standards. No, this Audi has taken on the look of a bewinged S1 more by functional necessity than by choice.
It was built by Kai Roger Bokken and the boys at KRB Trading, a Norwegian-based tuning firm with an affinity for giant snails and Audi’s potent 20v five-pot. In fact, such is the affinity for this motor that they’ve fastened it in to just about any car with four wheels at some point, Audi or not! But before we get into that, let’s get to know the man behind the plan a little better first… “While I’ve always had a passion for the Quattros, I actually got started by driving Volvos,” explained Kai. “I grew up around motorsport and my first car was a Volvo 142.
Not long after that, I started racing in a budget class called Car Cross using an old Skoda with a 2.2-litre Volvo motor in the rear.” It wasn’t long before he started building up full-on race cars to compete. “I stuck with Volvos for a while due to their rear-drive dynamics and relatively low weight,” he said.
“I competed in a number of events with the cars, including a 242 built up for rallycross and a 343 track day car that I eventually stripped out and converted to tube frame.” His involvement with the racing scene from his early teens eventually led to opening his own tuning and parts-supply business; KRB Trading. “I started that back in 1994 as there was a big demand for racing parts and with my connections, I knew I could do a better job than the other suppliers,” he said. The business’ primary focus was supplying turbochargers and components, which, not surprisingly, typically found their way on to a turbo’d five.
By the early 2000s, Kai was one of the most knowledgeable Audi tuners in the country and he was ready to finally do a fullon build on an Audi. “I’d always wanted a Ur- Quattro, but the price of entry was so high, it took me about 20 years to finally have one of my own!” he joked. He built up a red Quattro from scratch, taking everything he’d learned to achieve the highest level of power he had reached with a five-cylinder so far, nearly 850whp. After successfully putting that motor to work on the track, he took the spare motor for that car and used that in his 343 tube frame racer and competed with that as well.
Now that he’d fully built a Ur-Quattro and had successfully converted his 343 to a tubeframe race chassis, the next logical step was to take what’d he’d learned from both builds and construct the ultimate Audi track-day car. “With this build, there weren’t going to be any compromises. Not only did I plan to take the five-cylinder as far as it would go, I was designing and building the chassis and drivetrain to my specs to show what the car was capable of,” he explained.
Kai picked up the donor shell for this car, a lowly 80 coupé, back in October ’07. “There wasn’t much that we were looking for in a donor since it was all coming apart anyways, but you’d be surprised how hard it is to find one of these things without a sunroof!” he laughed. “But once we had that sorted we went straight into it. There was to be no Phase 1, 2 and 3 with this build, we were intent on turning it into a race car from the start.”
Unlike many of the privately-owned Audibased motorsport cars, Kai was willing to make significant changes to the structure of the car to enhance drivability, not to mention lower the car significantly. “The primary improvements I wanted to make by going to a tube frame design, besides reducing weight, were to improve weight distribution front-to-rear and to lower the center of gravity. Typical Audis of this era have more than 65% of their weight hanging up above or in front of the front axle. This makes the car prone to understeer. By building a custom transmission and designing my own chassis, I’d be able to move the motor lower and further back, hence improving its balance.”
Of course, to undergo such a dramatic overhaul, it wasn’t just a matter of getting it up on jack stands and going at it with a spanner. “We started by stripping the car down and then putting it up on a steel jig, kind of like a rotisserie,” said Kai. With the car up in the air, all corners and crevices were now easily accessible. Kai and his mates slowly worked through the process of reinforcing the shell with a tubular frame, cutting away un-needed parts of the body, one portion at a time.
“We started with the cockpit area, building a cage around the driver’s compartment. We then cut away the original floor and welded in a new floor. From there, we built up the front and rear frames to support the suspension and the drivetrain. Since we didn’t have any engineered drawings or schematics to work with, it was often two steps forwards, three steps back, but in the end, we accomplished what we set out to do.”
The unconventional thinking didn’t stop with the chassis. On a quest to get the most power without making sacrifices in durability, Kai built the motor to withstand much more power and boost than even the 850whp from the previous motors. “Rather than using the standard five-cylinder block, the motor is actually based around a 2.5-litre VW diesel bottom end,” Kai explained. “We then overbored the cylinders to 83mm and designed our own rods and pistons.” The original 20v S2 head was used, but modified to fit the new block as well as to increase flow. “We fabricated our own valve springs and camshafts to work with long, stainless valves and titanium retainers,” Kai remembered. To allow for lower placement in the car, a Peterson dry sump system was incorporated.
To allow for placement further aft the front wheels, Kai commissioned Sellholm Tuning of Sweden to design a custom, sequential all wheel-drive five-speed ’box and center diff that would mate to the diesel block. A custom front differential was also supplied, which would now reside in front of the motor, allowing for a more centralised placement and minimal axle angle at the car’s race height. “In all, Sellholm supplied us the gearbox with center diff, the front and rear diffs, the driveshafts, the uprights and the majority of the suspension components, so it was an integral part of the build. We spec’d what we wanted and it built it for us.”
As you’d expect, the chassis and mounts were all custom-designed for the motor, so it fits perfectly. With the motor and transmission in place, the front driveshaft actually sits beside the motor as it runs up to the front diff. With the motor sitting in the bare chassis, the assembly continued, with the custom fabbed intake manifold, upgraded fuel rail and 2200 Siemens injectors now coming into play.
For the exhaust, an equal-length manifold was fabricated, which was originally mated to a GT42 turbo. That has since been replaced with a lighter and more efficient CT43 Comp turbo with triple ball bearings. This was paired with a 60mm TIAL wastegate and, ultimately, an Autronic SM4 for engine management. “We’ve been using Autronic with E85 for years now with a lot of success. The flexibility of the software makes it easy to work with,” said Kai. The remaining intake, intercooler and exhaust system was all fabricated in-house. Note that the intercooler now sits where the radiator originally did, with the radiator now relocated to the rear of the car, using giant fans to pull the air through.
Suspension components were mainly borrowed from previous Volvo projects than from the Audi donor, due to familiarity and known durability. Volvo S80 front spindles were used front and rear, supporting a McPherson-style suspension up front and a custom double-wishbone setup out back. The Sellholm coilovers use Bilstein shocks, and Sellholm supplied the adjustable sways as well as the Volvo 240-style steering rack.
XYZ brakes were chosen for the odious job of bringing the over-powered car to a stop. With the mechanics of the car all in place, Kai and the team then went about re-skinning the car over its tubular frame. Kai took an existing S1-style body kit and modified it, moving the wheel openings upwards and extending the wheel arches three inches per side. This allowed for larger wheels, which were required to fit over the giant brakes. The remaining portions of the body were constructed from carbon fibre, including the fenders, the sills, the hood and, of course, that monstrous rear spoiler.
Inside the car, a Volvo 240 column was used, but is otherwise all go and no show. OMP supplied the seats, wheel and harness, Tilton the pedals and the handbrake, and a Racepak IQ3/Autronic display is the ‘dashboard’. It doesn’t get much more hardcore race car than this!
Once the car was at a driveable state, Kai and the KRB team tuned it on their in-house 4WD dyno and gave it its first run at the start of the 2008 race season. Since getting the car running and tuned, the challenges have largely been around in getting the suspension sorted. “We initially had a lot of issues with understeer, but over the past few seasons, we’ve experimented with a variety of roll bars, toe and caster settings to make it easier to handle around corners,” confessed Kai. While running a ‘conservative’ race-tune of 831whp and 659lb ft of torque at 1.7bar, it’s no wonder the car loves the straights. Running a full 2.4bar of boost, the car put down 1061bhp and 753lb ft of torque at the wheels, incredible for an all wheel-drive car.
Competing at Gatebil and other events around Norway and Sweden, the car has already seen a lot of success. It won the Norwegian Time Attack in 2009 and 2010, taking second this past year due to a few hiccups and against a very competitive field. “The car that beat us was a Porsche GT2 that won Le Mans, so we weren’t that upset by the loss. Overall, we’re very happy with the car and have no immediate plans to build something else. We still have lots of work to do perfecting it and we’re looking forward to 2012” said Kai. Should you find yourself in Norway with a craving for some old-skool motorsport action, this is the car you want to see. This is Group B turned up to 11!
Huge twin fans out back suck air through to keep the relocated radiator cool.
ENGINE: 2.6-litre five-cyl, 2.5L #TDI engine block over-bored, milled steel crankshaft, KRB flywheel, billett connecting rods, custom CP pistons, 10.7:1 compression, multilayered steel head gasket, S2 cylinder head modified by KRB, custom stainless steel valves, custom camshafts, #Piper/KRB cam drive system, KRB intake manifold with 3” throttle bodies, #Nuke fuel rail, #Siemens 2200cc injectors, Comp Turbo CT 43 71/79, 31.2psi (2.15bar) boost, #Turbonetics HP #Newgen wastegate,# K&N air filter, #Autronic-SM4 engine management system, MSD direct fire ignition, Magnecor 10mm ignition leads, Bosch spark plugs, #Aeromotive mechanical fuel pump and FPR, KRB fuel cell, #Spearco-based custom intercooler, 4- 5” exhaust tubes made from rolled 0.5mm stainless steel, Ferrita 4” silencer, dry sump lubrication, #Petersen four-step oil pump, rear mounted PWR-based custom radiator, twin #Bosch cooling fans.
Race power at the wheels: 894 bhp (907 PS) at 7224 rpm. Torque: 753lb ft at 6244 rpm. E85 bioethanol fuel.
TRANSMISSION: Three-step Tilton carbon clutch, Sellholm five-step sequential gearbox with integrated centre diff, Sellholm front differential, KRB-modified Ford 9”-based rear differential, Sellholm drive shafts and joints.
CHASSIS: KRB tube chassis, Volvo S80 front spindles fitted front and rear, McPherson front suspension, double wishbone rear suspension, #Sellholm coilovers with #Bilstein shocks, Sellholm knife adjustable sway bars, Sellholm ‘Volvo 240 type’ rack and pinion steering. #XYZ brakes: 380mm discs and eight-piston calipers front, 375mm discs and six-piston calipers rear respectively. #Zito-Grand-Prix 10x18” wheels, Michelin SX 27/68-18 slick tyres.
OUTSIDE: #Audi-Coupé windshield frame, front half of roof and b-pillars, all other body panels carbon fibre designed by KRB, plexiglass side and rear windows.
INSIDE: Aluminium floor below tube chassis, removable transmission tunnel, Audi Coupé dash top, KRB/Volvo 240 steering column, OMP steering wheel, seats and harness, Sellholm/KRB gear change mechanism, Tilton pedal assembly, Tilton hydraulic handbrake, Racepak IQ3/Autronic digital dash logger.
SPONSORS: KRB Trading AS, Nordisk Dekkimport, Elite Bil, Nuke, Drammen Karosseri, Profilbyraa AS
SHOUT: My family, friends and everyone that lent a hand.
EDITORS NOTE: That was a reference to Lindsay Lohan and her appearance in Herbie, Fully Loaded in the second paragraph. It was reaching a bit, we know..
1061whp. We’ll say that again. 1061whp! Power like that kind of makes your Stage 1 remap look a bit silly doesn’t it?
If it isn’t needed to go faster, make more power or lap a track quicker, it’s gone.
Audi RS4 seats? Check. Quilted leather retrim? Check. Highend audio install in Alcantaratrimmed boot build? Check. Oh, no... wait...Stream item published successfully. Item will now be visible on your stream.