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    Ultimate Sleeper 668bhp S2-engined 90 quattro. Words and Photography Davy Lewis. 80s Revival With the help of a 668bhp S2 engine, this rare #1986 Audi 90 has been brought slap bang into the 21st century. AUDI 90 668bhp S2-engined sleeper.


    At first glance, this may look like a fairly stock and well used Audi 90. This in itself is worthy of attention as there are very few of these mid-’80s saloons left. It’s also a quattro, which makes it even more of a find. The simple, boxy design is everything you’d expect from a 30-year old car – it has the original paintwork and that distinctive smell that only an old car can have. But look more closely and all is not as it seems. The clues are there: the Aerocatches on the bonnet; the motorsport style wheels and those sticky Toyo R888 semi-slicks. But it isn’t until you see the engine that you realise just how special this thing is.

    Lift the bonnet and you’re greeted by a fantastic looking 2.2 5-cylinder 20v lump complete with big turbo. These saloons may have originally come with a 2.2 unit but, the normally aspirated KV lump made a lowly 136bhp. This one produces 668bhp. This is actually an S2 3B engine, and to say that it’s been tuned is an understatement. Will from VRS Northampton has completely transformed this 5-cylinder unit to create a big-power, but highly usable car that fits Stuart’s Elliott’s driving style.

    Stuart takes up the story, “I’ve loved Audis since my dad had them,” he recalls. He had a 100, then a 90, before getting a 90 quattro, which I learnt to drive in,” he says with a big grin.

    While his mates were driving old Mk2 Escorts, he had the keys to the quattro, which must have really been something back then. Fast forward 20-odd years and Stuart was in a position to relive his youth. “I was working offshore and stared looking on eBay for 90 quattros,’ he says. “I found one that had already had the S3 3B engine conversion – it looked a bit rough and had a stock gearbox, brakes and suspension but, I put a bid in.”


    Being six hours ahead he won the car and called his dad to go and pick it up for him. We all know eBay purchases can bite you on the arse, but the car was as described. It was also well known on the S2 forum, so there was a wealth of info available. “I came home and drove it for 100 miles or so just to see what it needed,” says Stuart. “It was running about 280bhp, but with stock brakes and suspension, that wasn’t a good thing,” he laughs.

    Having decided the car deserved some proper love, it was sent to a company who ‘talked the talk’ for some renovation and tuning work. Sadly it then sat there for a year and made no progress. Having bought an uprated radiator from Will at VRS Northampton, Stuart told him about his predicament and Will told him to bring it to him. That was the best decision Stuart could have made.


    VRS has a great reputation for building some of the most capable VAGs in the UK. Main man, Will, takes real pride in each car and this 90 became a true labour of love.

    “We decided to start from the arse-end and work forward to see what needed doing,” says Stuart. “I’d already had some welding done to the offside rear arch and the fuel pump area,” so the upgrades could begin.

    “The plan was to create a quick road car with 500-600bhp that looked stock, but could have a go at Porsche 911s and the like,” smiles Stuart.

    To say he’s nailed it is an understatement. In fact, I can’t think of many other cars that offer such ballistic performance, all wrapped up in such an innocent looking package.

    The heart of this ’80s powerhouse is the S2 engine. It was actually fitted by a previous owner, but has been completely reworked by VRS. You can see the full details in the spec panel at the end of the feature, but the highlights include a fully forged bottom end, beefy GTX3576 turbo, huge 1100cc injectors and a feature packed MoTec ECU mapped by the legend that is, Dave Rowe, from EPS. “There are nine boost settings,” says Stuart. “One to six are for regular super unleaded pump fuel; while seven to nine have advanced timing to allow race fuel to be used.” With nine different maps, there’s something for every situation, making this a very usable and drivable car. “You can just do 30mph with no bother,” says Stuart “and it’ll cruise in sixth on the motorway fine – you don’t get out of it with a headache!” But when you do want to drop the hammer, this 5-cylinder monster delivers a huge punch. Stuart continues, “Using it in the gears it’s savage – in third gear acceleration is brutal and it’ll hit 100mph plus (on a private road of course). A powerful engine is one thing, but unless you can get that power down, it’ll never make for a truly fast car. Fortunately, the chassis and drivetrain has been suitably beefed up to cope with all 668bhp.

    To transfer the power to the road, a B5 RS4 gearbox has been fitted. Mated to a VRS Northampton-spec 6-paddle clutch and flywheel, this thing properly hooks up and goes. With launch control and Toyo R888 rubber, acceleration is mind blowing. On many shoots it’s hard to get a feel for how a car actually performs, but as we’re at Santa Pod for the GTI Festival, I get to watch Stuart take it down the strip.

    Before Stuart hits the quarter-mile, he spends a few minutes prepping the car. By prepping, I mean removing seats. The rear bench is taken out, followed by the passenger leather Recaro. Incidentally, the front seats are from an RS2 and as Stuart says, “weigh a bloody ton!”

    He’s the first to admit he launches it sympathetically, but once it gets into its stride, this thing is quick. A few runs in the high 11s are respectable but, we all know there’s more to come. After a quick chat with Will from VRS, Stuart uses launch control and nails an 11.1sec pass. Impressive stuff – more so when you consider he then drove over 200 miles home afterwards. With some more practice, and an aggressive launch, this thing has the potential to dip into the 10s – seriously impressive for a full road car.


    As he waits in the queue for his next run, Stuart spots a very tidy looking Ur-quattro and stops to chat to the owner. It turns out they know all the same people from the quattro Sport and S2 forums and spend a good 20 minutes chatting about their plans. Before long there’s a small crowd of onlookers. Seeing these two cars together is a rare treat; from middle-aged guys who owned one back in the day, to younger fellas that have been seduced by the iconic lines – everyone loves these ’80s treasures.


    The chassis has seen some extensive work to create something with contemporary handling. There are no off-the-shelf coilovers available for these things, so rather than go to the trouble and expense of having a bespoke set created, Stuart fitted S2 subframes. These allowed the well respected KW Variant 3s to be added. With two-degrees of negative camber, the turn in is crisp and sharp, making the already capable quattro handle amazingly well.

    The paintwork is best described as original. It has a certain patina that adds to the overall character of this car. There’s the odd mark and rust spot, but it’s authentic. Plus this saloon gets used. Hard. Although Stuart is planning to have a few bits tidied, it’ll remain original. “It still had the tow bar on until two weeks ago!” he reveals, “I only removed it cos it weighs 20kg.” Talking of weight, the kerb weight on this thing is just 1200kg. That gives a power to weight ratio of 556bhp per ton, that’s better than a Ferrari 458 and a McLaren F1.

    So what’s next for this 1980s sleeper? Well, after five years in build, Stuart plans to use it as much as he can. That means more quarter-mile runs, some track days and plenty of cross country runs on the road. “I’m going to have the leather removed from the front seats too,”says Stuart. “I’m not a fan of leather, plus these things get hot inside,” he laughs. With some tweed cloth to match the rears, this Audi 90 will look even more period correct, further cementing its status as one of the UK’s finest sleepers.


    It’s so good to see a car like this being kept alive, but more than that, being given a new lease of life thanks to modern tuning upgrades to create an absolute weapon.


    SPECIFICATION #Audi-90-Saloon / #1986 / #Audi-S2-3B / #Audi-90 / #Audi-90-B2 / #Audi-Typ-81 / #Audi-Typ-85 / #VAG / #Audi-80-B2 / #Audi-80 / #Quattro /

    Engine S2 3B 2.2 20v turbo, overbored 0.5mm, #Mahle pistons, forged steel rods, ported cylinder head, VRS-spec cams, stock valves with 5 angle seats, #ARP head bolts with sport #Quattro washers, VRS custom fuel injector rail, #ASNU 1100cc injectors, Audi 7A cam cover machined to accept B7 RS4 coil packs, ARP studs and nuts, #Wagner inlet and exhaust manifolds, #Turbosmart 50mm wastegate, 4-port boost control, #GTX3576 turbo with 0.82 housing, #VRS custom stepped ‘L-shaped intercooler with lightweight core, Turbosmart BO V, #CatCams vernier pulley, motorsport kit sensors – fuel, oil, 4 bar map sensor, custom 65mm core rad, Kenlow fan, custom heat shielding, carbon/Kevlar cam pulley cover, custom VRS 3in exhaust and downpipe, 19 row #Setrab oil cooler, #Aeroquip fittings, VRS custom breather tank, #Motec-M84 SLM shift light, #MoTec-M84 ECU / #Motec , custom loom, mapped by Dave Rowe from #EPS-Motorsport , 9 position adjustable boost, launch control, 2 stage anti-lag, full logging facility, custom VRS strut brace

    Power 668bhp and 519lb/ft DIN (tested)

    Transmission 6-speed B5 RS4 gearbox, VRS-spec 6-paddle clutch and flywheel, 16-row Mocal gearbox cooler just in front of drivers rear wheel

    Brakes Brembo custom calipers with 314mm discs (front), vented S8 mix rears

    Suspension KW Variant 3 coilovers, S2 Coupe ABY subframes front and rear, Powerflex bushes, 2-degrees negative camber

    Wheels and Tyres Compomotive TH with Toyo R888 tyres

    Interior Leather RS2 Recaros up front, OMP dished suede steering wheel, SLM shiftlight, boost gauge, controls for launch control and anti-lag built into centre console, battery relocated to boot, fire extinguisher

    Exterior 1985 4-door Audi 90 saloon, Aerocatches on bonnet, front slam panel modified to fit intercooler, original paintwork

    Contacts/thanks Will at VRS Northampton www.vrsnorthampton.com, Dave Rowe at #EPS-Motorsport

    www.epsmotorsport.com, my missus, my mum and dad, S2 and Classic Audi forums

    Top: Stuart on his way to an 11.1sec quarter.

    “It still had the tow bar until two weeks ago!”

    Left: Interior includes RS2 seats Above right: 668bhp S2 power house Below: Classic ’80s profile.

    Far right top to bottom: #MoTec-ECU in glovebox; gauges and controls for LC and ALS.

    “Using it in the gears it’s savage – in third gear, acceleration is brutal”

    POWER TO WEIGHT

    To appreciate just how fast this Audi 90 is, have a look at these power to weight comparisons. With up to 500kg less to pull around, but similar power, the 90 would be at a huge advantage over these £100k plus supercars...

    2016 Porsche 911 Turbo S 991.........................344bhp per ton
    2016 Ferrari 458 Speciale..........................470bhp per ton
    1992 McLaren F1.......................................550bhp per ton
    1986 Stuart’s Audi 90.................................556bhp per ton
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    ROTOR PERDITION

    There must be something in the water Down Under judging by this amazing turbo rotary-swapped E30. A lifetime of E30 obsession has led Ehsan Hazrati to build many insane projects. His latest project is stuffed with enough triangles to make Pythagoras weep, yet you’d never guess it from the outside. Words: Daniel Bevis. Photos: Andrew Parliaros.

    Now everybody from the 313, put your motherflippin’ hands up and follow me.” So spat Eminem in 8 Mile (kinda), allowing the previously unremarkable three-digit number a little screen time. Until this point, 313 had merely been a truncatable prime, Donald Duck’s registration number or, of course, the year in which Rome’s Basilica of Maxentius and Constantine was completed. But now, rather splendidly, we have a new function for the number 313. Even more aggressive than a riled-up Eminem, ladies and gentlemen, we present the E30 #BMW 313i.


    I know, it doesn’t sound exciting when you put it like that, does it? But all is not as it seems here. True, the E30 harks back to an era when the boot badges did mostly relate to what was under the bonnet (a 318i was a 1.8, a 325i was a 2.5… you get the idea), so are we looking at an obscure variant with a 1.3-litre engine? And why would anyone want that?


    Stick with the story, for your perceptions are about to be blown away in the most spectacular way possible. But first, let’s meet the man behind it. “My parents tell me that at the age of five I was drawing the round headlights and kidney grilles of the E30 BMW without really even knowing what it was,” says Ehsan Hazrati, the Sydneysider behind the steering wheel. “As I got older and got my licence, I had E30 after E30. I did all the modifications myself, from servicing to tuning, overhauling to suspension, bushings, sound systems etc. I did extensive research into E30 DTM race car suspension, brakes, and making them handle around corners at high speeds. I spent a lot of hours calculating and testing power-to-weight combinations, high RPM engines, and turbocharging power graph outputs. And a lot of trial-and-error!”

    This, it’s pretty safe to say, is a man obsessed. After a long line of retro 3 Series, he finds himself today with three E30s making a nuisance of themselves on his driveway: a 900hp drag car that’s currently under construction; the family daily-driver four-door 316i that just happens to be running a 450hp Corvette LS1 V8; and the cheeky red number that’s splashed across these pages. This, for us, is the pick of the bunch – hence why it’s here – because, well, it’s just insane; not just the quality of finish and attention to detail but the fact that it’s running a Mazda rotary engine.


    Aha. That cacophonous clanging is the sound of the penny dropping throughout the Drive-My readership. The 313i badge refers to the 13B rotary engine’s swept volume of 1308cc. Although, being a Wankel unit, you can’t really equate its displacement to that of a piston engine, its twin-654cc chambers aren’t even on nodding terms with a crank and- piston arrangement. But whichever way you cut it, this is a feisty manoeuvre. Ehsan’s opted for the 13B-REW variant, as found in twin-turbo form in the third generation RX-7, and it’s a bit of a cult icon.

    It’s a bold play, but Ehsan has form with this sort of caper. His first three E30s may have enjoyed tweaked BMW four- and sixpots, but the fourth ended up with a 13B from a Mazda Cosmo, and it seems that this wacky experiment really flicked his switch, and he stuck with the formula. That part-built drag car we mentioned? That’s rocking rotors too. This fella just really digs triangles.


    “From as long ago as I can remember, all I ever wanted was an old-school BMW,” he assures us. “I live by ‘classic not plastic’ and ‘built not bought’. The BMWs of this era represented great European design and true workmanship, and the last perfect lightweight rear-wheel drive chassis compared to the competitors – the KE Corolla, Mercedes 230E, Mazda RX-7 and so on – from that time.” You’ll note that he’s slipped a Mazda reference in there, though. Clearly a fusion was always on the cards – a greatest hits of the period, if you like. Well, it’s all subjective isn’t it?

    “Yeah, I’ve always had a passion for E30s as well as for the lightweight, high-RPM feel of a turbo rotary engine,” Ehsan admits. “I had a picture in my head of what I wanted it to look and feel like; people from the E30 scene tend either to have a really clean slow-and-standard car or a roughened-up fast one. I wanted to build an all-rounder – a show-stopper that drops jaws but that could also be used as a street-legal weapon. Something I can take to the drag strip, run consistent ten-second passes on street tyres, then drive home and the next day go on an E30 club cruise to the beach, have it on display at a car show, and win trophies. This build was my total package.”


    Blimey. Talk about your stereotypical Aussie confidence! There’s not a single element of that paragraph that isn’t writing a massive cheque, but thankfully Ehsan’s the sort of dude with the skills to cash it. And so it began. A project base was sourced from a guy who’d had the car slumbering in the shadows of his garage for around six years – all immaculate and original, and you’ll no doubt be impressed to learn that it’s still wearing its original factory Brilliantrot paint. The seller refused to let the car go before Ehsan promised to give the car a new lease of life, a good home and, most of all, not to crash it – after all, he’d owned it from new. Imagine what he must be thinking when he sees this feature! Good vibes, we hope.


    Ehsan took it home, and immediately installed it in his garage for another dusty year-long slumber. You don’t want to rush these things, do you? Although he wasn’t dragging his heels by any means – our effervescent protagonist had been to see his friendly local engine builder.



    “I did everything else on this car myself, but it was George and Rocky at PAC Performance Racing who built and ported the engine, and dyno tuned the car,” Ehsan explains. The motor is bridge-ported, and porting rotaries is something of a black art: a great way to get more power out of them is to effectively smash some holes into the intake side, although the more extreme the ports are, the more lairy and tricky the motor becomes.

    Bridge-porting basically involves opening out the standard ports, then adding an additional eyebrow port above – it all gets a bit techy, but the short version is you get an amusing lumpy idle, oodles more power, and a hell of a lot of noise. Which is all good fun. “At the time of getting the engine built I was looking for around 400hp,” says Ehsan.

    “It currently makes around 550rwhp at 7000rpm on 22psi, which is approximately 620hp at the engine… in a car weighing only 992kg! It’s safe-tuned at 22psi, although the engine is built for 35psi+, so there’s plenty more to come.”

    The results really do speak for themselves, too. “It performed far better than expected,” Ehsan grins. “But the power band was so high, I went through axles like underwear. Obviously the factory axle broke but then it ate through a brand-new OEM 325i setup, Z3 M Coupé items, hybrid E30/E28 M5 units… then, after the Garrett GTX4088R turbo upgrade, it even chewed through custom 108mm 500hp Porsche billet axles!” The build is undoubtedly a bit of a monster, echoing those early years of trial-and-error to get it all running right, but you can see from the muscular spec box that Ehsan’s really pulled it all together neatly. And, of course, as the man himself was eager to tell us, this E30 is as much about show as go…


    A very important marker for this build was to make it something of a sleeper – not totally stealthy but certainly not showing its hand too early. That mint-condition, 25-yearold paint certainly helps here, and Ehsan has had all manner of chuckles taking on Skyline GT-Rs and a kaleidoscope of Porsches who never saw it coming and didn’t see where it went. “There’s no modern paint colours here, no fibreglass body kits, no big wings screwed to the boot,” he says, with no small amount of satisfaction. “I kept it all factory – the only thing I added was a new OEM iS front apron lip, and M-Tech 1 boot spoiler. All genuine add-ons from the ’80s era!”


    The wheels are an interesting choice too and no doubt gave some of you wheel nuts pause for though. They’re actually the third set of rims that the car’s enjoyed since completion; it started off on satin black Watanabes before moving onto BBS LMs with polished lips, but I think we can all agree that the 16” mesh wheels give it an appropriately period look that’s in keeping with that quasi-sleeper vibe.


    This keenness for stealth carries over to the interior, too. “One of my rules is that there should be no extra gauges on top of the dash,” Ehsan asserts. “That would give the game away immediately. I replaced the trip computer with an eBoost2 gauge, and also utilised the E30 Alpina air vent digital dash idea, with an analogue boost gauge.” Stealth, as ever, is the watchword.



    This is, by all measures, a phenomenal build – without a hint of hyperbole, one of the finest E30s to grace these pages in some time. And with that colossally powerful engine and pristine period exterior, what do you reckon is Ehsan’s favourite element of the project?


    “Oh, it has to be my rear diff brace,” he grins. “I designed and patented it myself on a CAD programme, checking the stress tolerance points for maximum strength and so on, and it truly is a work of art. People at car shows see that and know this car means serious business; it’s not just a pretty show pony. That brace is what’s needed to consistently put six hundred horses to the ground on both street and track.” It’s impressive, but unsurprising, that his top pick would be a thing of pure function.

    Ehsan’s proud to describe how the initial build of the whole car took just three months, but it was then a further 18 months of tweaking suspension heights, spring rates, diff ratios, tyre diameters, ET formula calculations, and axle and tailshaft options before it was all truly fit to get that phenomenal power down.

    “What it is, basically, is a brand-new race engine in a retro shell,” he says, in a charming display of matter-of-factness. “People’s reactions at shows have been amazing – the looks on their faces when they found out what’s in there, and that it’s all street-legal. And next year – that’s when I’m going to be chasing to beat my personal best drag time. It ran a 10.86 at 120mph on the old turbo with 385rwhp on 225/50 street tyres. With the new GTX4088R and 550rwhp on 225/40 semislicks, I reckon it could run a 9.9.”

    All very ambitious but you get the feeling that he’s got all of this precisely calculated. There’s no margin for error here, and that’s what the number 313 should henceforth represent. Forthrightness. Function.

    Desirability. A new number-of-the-beast for the 21st century. And when you see those digits on the tail end of a shiny red E30, you’d better not dismiss it as a lesserengined also-ran – there’s hidden mischief here, and its furious anger makes Eminem look like a primary school teacher. Everybody from the 313, put your rotorflippin’ shafts up…

    “I wanted to build an all-rounder – a show-stopper that drops jaws but that could also be used as a street-legal weapon”

    Bridge-ported 13B rotary sports a massive #Garrett-GTX4088R turbo and makes 550rwhp.

    TECHNICAL DATA FILE #BMW-313i-E30 / #BMW-313i-Rotary-E30 / #BMW-313i / #BMW-E30 / #BMW /

    ENGINE #13B-REW 2x654cc #Mazda-RX-7 / Mazda rotary, bridge-ported to PAC Racing specs, race doweled and balanced rotors, #PAC-Racing unbreakable apex/corner seals, #Power-Ported intake and ports, custom PAC Racing 13B turbo exhaust manifold, #Garrett GTX4088R turbo, Turbosmart 50mm ProGate wastegate, #Turbosmart 34mm dual port blow-off valve, #Turbosmart fuel pressure regulator, 3.5” dump pipe with full 3” exhaust and Rotaflow silencers, #Haltech PS2000 ECU and Haltech boost controller solenoid, custom fabricated engine mounts, custom dual-core PWR intercooler, PWR oil cooler, #PWR dual-core radiator, custom alloy radiator shroud and high #CFM-Engineering output 16” Spal fan, dual #Bosch-044 fuel pump, three litre surge tank and #Walbro primer pump, quad #Haltech LS1 ignition coils. 620hp at flywheel (542rwhp) at 22psi safe tune; engine built for 35psi+.


    TRANSMISSION R154 Supra Turbo five-speed gearbox with aftermarket strengthened billet gearset and synchros, custom gearbox mounts, custom PAC billet bellhousing adapter, PAC RBR550 heavy-duty clutch and pressure plate, billet lightened flywheel, billet short-shifter with E30 DTM white Delrin nylon gear knob, custom Mark Williams 3” wall chromoly tailshaft with 1350-series Strange uni-joints.

    CHASSIS 9x16” #BBS mesh wheels with 215/45 (front) and 255/45 (rear) #Kumho Ecsta tyres, custom 1000hp halfshaft axles with 120mm chromoly treated CVs and bearing cages, reinforced rear #BMW subframe and trailing arms, custom fabricated rear diff brace mount, E28 M5 diff with #Alpina finned diff cover, cryogenically strengthened and shot-peened crown and pinon, #OS-Giken Superlock shimmed 28-plate tightened LSD centre (85% lock), #AKG solid 75D subframe, trailing arms, control arm and diff mount bushing kit, Ireland Engineering heavy duty front and rear racing anti-roll bar kit with adjustable rose-joint links, custom 315mm front and rear brake kit with ADR/CAMS approved braided line throughout, OEM E32 740i brake master cylinder, modified #Z3M power steering rack with 2.7 lock-to-lock, solid billet alloy steering shaft coupler, 5/8” Mark Williams drag racing rear wheel studs, custom #Bilstein front coilovers and solid camber plates, heavy-duty rear Beehive King Springs, welded AKG anticamber squatting plates in rear trailing arms, Sparco 1.5” front and rear strut braces, Ultra Racing four-point lower crossmember reinforcement bar.


    EXTERIOR 1990 325i two-door shell, original 25-year-old Brilliantrot paint, 318is lip spoiler, M Tech 1 boot spoiler, rolled and flared arches.


    INTERIOR #MOMO Prototipo 350mm Retrotech steering wheel, E30 M3 black leather seats, #Sparco PRO2000 fixed driver’s seat, #Sparco fixed race seat rails, Sparco six-point 3” harness, #Autometer #Ultra-Light gauges, Turbosmart eBoost2 with 3x boost pre-set stages (street, track, drag racing), E46 M3 pedals, all sound/cavity deadening and heat shield removed, drilled-out circular holes behind doorcards, parcel tray, behind back seat and sunroof for weight reduction – total car weight 992kg.

    THANKS George and Rocky at #PAC-Performance-Racing , Leon Sokalski at Performance Metalcraft, Mark Callinan at British European Motor Works, and my family and girlfriend for picking me up when I broke the CV axles on the street.
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    Incredible supercharged custom widebody air-ride E46 M3 / #BMW

    THE THEORY OF EVERYTHING

    Boasting a custom wide-body kit, air-ride, supercharger and custom interior, we challenge you to find a more complete project car than this staggering E46 M3.

    Exploding onto the scene and tearing through it with the ferocity of a supercharged tornado, this E46 M3 is a devastating lesson in the theory that more can most definitely be more. Words: Elizabeth de Latour /// Photos: Tony Lopez

    When building a project car there are numerous approaches and end goals you can look to achieve: some people build out-and-out show cars; some people build ferocious fast road cars; some people go for an all-out audio build; and some go to town on styling. When Rick Fontan got to work on his E46 M3 he decided to do, well, everything. We feature a lot of amazing cars in Drive-My but it’s not that often that we come across a car that has been modified as absolutely as this, on every level, and this is one of those cars that, when we first saw it, genuinely took our breath away.


    Of course, we’re sure that Rick will be the first person to admit that his car isn’t going to be met with universal appeal – it has been blowing minds like a brain bomb and collecting awards like some kind of giant award-collecting magnet since he rolled it out earlier in the year for the first time but there’s plenty here that will raise many an eyebrow. Those chopped front arches, for example, the highly unconventional bonnet setup, the fact that he’s blended so many different elements that in many ways conflict with each other and brought them together in one project. It’s definitely not a conventional build and by that very virtue he’s created something incredibly noticeable. Sometimes, when you come across a build that incorporates so many different elements, the end result can be a little jarring, with components that really don’t look like they belong together and it can be a little unpalatable – it’s the meat trifle from Friends, a lot of potentially delicious ingredients coming together to make something that’s hard to stomach but somehow Rick has made his vision work.


    He’s plucked that vision from his brain and translated it into a tangible object that is coherent and, more than that, genuinely good. For all its wideness, angularity and sheer eyeball-punching impact, there is an inherent smoothness and oneness to this E46 M3. Everything flows together: the bodywork is wild but the Lamborghini Grigio silver paint is quite subtle; the wheels are large and multi-piece, yes, but sport a simple design; the purple highlights that appear throughout are just right in terms of colour and number to tie numerous elements together without overwhelming the car’s overall aesthetic and while the components might be unlikely bedfellows somehow everything just feels right together. A lot of thought and work has gone into this build and it shows.


    So, just what kind of man builds this sort of car and why? “I have been into BMWs since I was about 19 years old. That’s when I first started getting into cars in general,” muses the now 33-year-old Rick. “BMW has always been respected in the show scene, on the street, and on the track. I think that’s what makes it so special. It covers all aspects of what a car should be and how it should be built. I had a Mitsubishi Eclipse for about four years before selling it to buy the M3. It was fully built by the time I sold it and I had won multiple awards with that build and even landed a magazine feature. I bought the M3 in 2006 from a dealership in Queens. It was a little beat up and had about 50,000 miles on it but that didn’t bother me at all because I already knew it was only a matter of time before I would start modifying it anyway. This was my dream car and as soon as I saw the opportunity to get one, I jumped on it. My inspiration came from Craig Liberman and his ‘uber’ M3; I was obsessed with that car and just knew I had to build one of my own and I had it all mapped out. I knew exactly what I wanted to do to it before I even knew purchasing one was an actual possibility.


    “Going in I knew I wanted to build a show car. I had to make sure all areas of the car were addressed, especially the motor as it is the one area that everyone asks to see. I couldn’t have a built car without any engine modifications, that’s a no-go!


    “My car had to be equally balanced. I made sure to modify the engine enough to be able to put it on a track as well as look amazing just sitting there on a showroom floor.” He’s certainly delivered on that front. The engine work isn’t insane but it’s nice to see a car built on this scale running something attainable under the engine bay – although that’s not to say this isn’t a seriously powerful and subsequently fast E46 M3.


    There’s no missing that Vortech supercharger, painted in Candy purple, with a TurboSmart blow-off valve but you won’t be able to spot the uprated pulley and belt that help up the boost. There’s a Vibrant front mount intercooler with custom piping, Driven Innovations intake manifold and Agency Power stainless steel exhaust manifolds which lead to custom GTR-style side exit exhausts. Rick has paid a lot of attention to the fuelling, with Injector Dynamics ID725 fuel injectors and an upgraded fuel rail, while in the back you’ll find an ATL fuel cell, an amazing ATL dual dry break filler, plus a Bosch 044 fuel pump and Aeromotive fuel regulator. What’s most impressive, though, is not what’s in the engine bay but what isn’t, as the bay’s been shaved and a full wire tuck has been carried out. It looks spectacular for it; no wonder it’s Rick’s favourite mod on the entire car. “It takes the entire build of the car to the next level,” he says. “Plus, it’s very rare to see an M3 with this style of build and a shaved bay.” He’s not wrong. The super-clean bay draws your eye to engine and the ’charger and it makes the Candy purple highlights even more spectacular against the simple silver background.


    With the Vortech blower and supporting mods, Rick’s M3 is putting out an impressive 450whp and that means some equally impressive drivetrain and chassis mods are required in order to be able to put that to good use. Originally this was an SMG car but Rick has swapped in a manual gearbox mated to an uprated UUC Stage 2 clutch and UUC flywheel to deal with the serious boost in power while a short-shifter takes a bit of travel out of the M3’s surprisingly long throw for quicker, sharper gear changes. For the brakes, Rick turned to StopTech, slapping on the company’s seriously powerful six-pot front kit with two-piece slotted discs which is matched to an ever-soslightly smaller four-pot setup at the rear, with tucked braided hoses all-round and purple calipers, naturally.

    It won’t have escaped your attention that this car is on air and Rick’s reasoning is sound: “I went for this setup to have the best of both worlds. With suspension like this it allows me to drive the car daily, set the ride height lower if I were to track it, slam it down to the floor or even raise it high enough to drive onto a trailer.” His kit of choice is Air Lift’s excellent offering along with the equally excellent V2 controller. The suspension mods haven’t stopped there and this E46 M3 has also been treated to uprated front and rear anti-roll bars, carbon fibre lower control arms and a rear camber kit, plus the entire undercarriage has been Stoneguard powdercoated.


    We mentioned the wheels earlier and that the simple design works really well against the riot of styling that’s going on at the same time. “I’ve always liked the mesh type of wheels,” says Rick, “but with this type of build I decided to go with five-spoke wheels. I feel it gives the car an aggressive look and displays my brake setup beautifully.” We agree – the spoke spacing on the three-piece 20” SSR Professor SP1 wheels that he’s opted for is massive, meaning everyone gets a great view of those huge brakes, and the 10” front and 12” rears mean serious dish.


    As far as the exterior of this car is concerned, there’s no two ways about it: it’s utterly insane. It’s not going to appeal to everyone but there’s no denying how much work has gone into it and how spectacular the end result it. “The styling of this car has been through many different stages over the years,” Rick tells us. “There were many problems and challenges along the way because of all the different shops it went to, but about three years ago my car finally landed at AMS Autowerks where the final transformation took place. Even that was a challenge in itself. Diogo Acevedo, the owner, had to rip the car apart and basically start from scratch.”


    A big job then, but that’s kind of stating the obvious. So what exactly have we got here? Well, for starters, there’s the custom wide-body kit with its extreme arches and those sections chopped from the rear of each one which really makes this car unique. Elsewhere there’s carbon fibre – lots and lots of carbon fibre – with a custom carbon front lip, Vorsteiner carbon boot and roof, carbon headlight overlays, and M front, side grilles and emblems for good measure. The fat exhausts poke out from the side skirts and have been fitted with custom heat shields to stop them from melting the kit and then there’s the bonnet, or rather the lack of it. Now, at first glance you might think that Rick has popped his bonnet off for the photos, as you often see guys doing, but look a little closer and you realise that, no, what you’re seeing is the bonnet in its entirety. Rick says it’s a custom 1/3 bonnet and closer inspection reveals that basically the front 1/3 of the bonnet has been retained and mounted as it normally would be while the rest of it has essentially been chopped off and possibly discarded in a hedge somewhere. It’s very different and pretty cool for its double-take factor.


    Moving inside there’s barely time to take a breather as the car continues to assault your senses. “The interior needed to look as clean as the rest of the car and to continue the exterior theme as well,” says Rick. This meant stripping stuff out and painting a whole bunch of things Candy purple. The whole interior has been trimmed in suede with purple stitching and up front Rick has plumped for a pair of Recaro Profi XL seats along with Schroth Profi 5 harnesses and a Vertex steering wheel mounted on a Momo hub. There’s carbon trim galore, along with a carbon gear knob and a custom dash housing an AIM stack cluster, boost gauge and ATL fuel gauge, plus a custom carbon bezel for the Alpine touchscreen head unit. The digital controller for the air suspension has been mounted in the driver’s air vent – a neat touch. The rear seats are gone and in their place sits a custom roll-cage, finished in Candy purple, a purple air tank and the Focal four-channel and mono amps for the seriously impressive audio setup. The front doors house the Focal K2 Power three-way speakers while the boot area is home to a pair of custom-mounted 10” Focal Utopia Be subs, which share the space with that incredible fuel setup.


    So, there we have it. If you’ve ever wondered what you could achieve with your car given nine years and a truck-load of cash, hard work and determination, wonder no more because you’re looking at it. It’s not just the overall end result that’s mind-blowing, because it is, but it’s the attention to detail that’s gone into it, the thought, the creativity. Every aspect of the car makes you stop, look, look again and marvel. Do you love it? Do you love all of it? Maybe, maybe not, but we can guarantee it’s getting a reaction from you.


    And that’s what this car does best: get people’s attention. “After three years of completely rebuilding the car it was debuted in August of 2015 at the Tuner Evolution car show in Philadelphia, Pennsylvania. The crowd’s reaction was priceless as show-goers looked at it in amazement. The judges felt the same way as it was awarded ‘Best of Show’. Later that month I showed it at Wekfest East in Edison, New Jersey and also took ‘Best of Show’,” Rick says beaming like a proud father seeing his child winning a trophy at sports day. This isn’t just a car, it’s an extension of Rick, the physical manifestation of his vision and it’s the kind of car, the kind of complete car that you know was not a casual build. If you haven’t guessed, we kind of love it, it’s an absolutely awesome car on every level and proves that more is most definitely more.

    Rear seats long-gone and in their place is a custom Candy purple roll-cage, air tank and two amps.

    “I made sure to modify the engine enough to be able to put it on a track as well as look amazing just sitting there on a showroom floor”

    “The interior needed to look as clean as the rest of the car and to continue the exterior theme as well”

    DATA FILE Supercharged #BMW-E46 / #BMW-M3 / #BMW-M3-E46 / #BMW-M3-E46-Supercharged / #BMW-M3-Supercharged

    ENGINE 3.2-litre straight-six #S54B32 / #S54 , #Vortech-supercharger / #Vortech , upgraded belt and pulley, oil cooler, Vibrant front mount intercooler with custom piping, #Vibrant hoses, Agency Power stainless steel exhaust manifolds, #Injector-dynamics-ID725 fuel injectors, upgraded fuel rail, Driven Innovations intake manifold, #TurboSmart blowoff valve, Custom GTR-style side mounted exhausts, #ATL fuel cell, ATL dual dry break filler, #Bosch-044 fuel pump, #Aeromotive fuel regulator, reinforced sheet metal trunk, all braided stainless steel lines, Candy purple painted accents, shaved engine bay, full wire tuck. Est. 450whp.

    TRANSMISSION Six-speed manual transmission swap, upgraded clutch, short-shift, #UUC Stage 2 clutch, UUC flywheel, Chase Bays brake booster eliminator.

    CHASSIS 10x20” (front) and 12x20” (rear) SSR #Professor SP1 three-piece wheels with 255/30 (front) and 305/25 (rear) Toyo Proxes T1-R tyres, #Air-Lift-Performance air suspension, uprated anti-roll bars (front and rear), carbon fibre lower control arms, rear camber kit, Stoneguard powdercoated entire undercarriage, #StopTech ST-60 #BBK with slotted discs (front) and ST-40 BBK with slotted discs (rear) with purple callipers (front and rear), braided stainless steel brake lines, brake line tuck.

    EXTERIOR Custom-built wide-body kit, custom 1/3 mini bonnet, Vorsteiner carbon fibre boot, carbon fibre front lip, custom splitter, #Vorsteiner carbon fibre roof, carbon fibre headlight overlays, carbon fibre M front and side grilles, carbon fibre emblems, custom heat shield for exhaust, Lamborghini Grigio silver paint.

    INTERIOR #Recaro-Profi-XL bucket seats, Schroth Profi 5 harnesses, custom roll-cage in Candy purple, full suede interior with purple stitching, #Vertex steering wheel, #Momo hub, M Tech pedals, carbon fibre gear knob, custom dashboard, AIM stack cluster, boost gauge, ATL fuel gauge, custommounted V2 controller, custom carbon fibre bezel, interior LED lighting, rear seat delete.

    AUDIO #Alpine LCD touchscreen head unit, #Focal-K2 Power threeway speakers, #Focal-FPS3000 mono amplifier, #Focal-FPS4160 four-channel amplifier, #Dynamat sound dampening, #Focal crossovers, 2 #Focal-Utopia Be 10” subs.

    THANKS I would like to give a special thanks to my parents because without them none of this would’ve been possible. Their continued support throughout the years is what allowed me to pursue this passion and push me to complete this build. I want to thank all my family and friends that helped me along the way. To my girl for all her patience and support and being part of this with me, AMS Autowerks in Linden, NJ, Audio Clinic in Belleville, NJ, Branch Brook Auto Top in Newark, NJ, and, of course, to #Drive-My for allowing me to grace the cover of your magazine and show the car to the world.
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    ONE STEP BEYOND #2015

    Built over 13 years, this twin-turbo, M106-engined, 580whp E24 635 is a seriously incredible machine.

    Owned for 29 years, modified over 13 years and delivering 580whp from its twin-turbo M106, this incredible E24 is pure motoring madness.

    Here at we are most definitely not into making assumptions but even we must admit that we did not expect this utterly insane twin-turbo 580whp E24 635 to be owned by a 68-yearold psychiatrist. Pretty much every number in that sentence is eyebrow-raising but all we can say is that we hope when we get to that age we’re driving something as spectacular as this.

    So, 580whp – that’s a lot, especially in a car as devoid of weight and bulk as the E24 and using twin-turbos to achieve that monstrous figure is just wholly unnecessary and utterly wonderful in equal measure. This car is nothing short of an engineering masterpiece; a car owned and built by a man who is as big a petrolhead as they come; a car built without compromise or the constraints of practicality or budget. It’s the 6 Series you’d build if you could.


    While we’re sure Rob Behrends would have loved to invite us to lie down on a couch and ask us about our mother and why we’re scared of bread, this time it was our turn to delve into the mind of the man who made this monster and see just what makes him tick… “I’ve been interested in cars for as long as I can remember,” says Rob. “I collected automobile cards and brochures as a kid, and had several large picture book compilations of European and exotic cars.”


    His personal car ownership took the form of a varied array of American muscle that you might expect a young motor-mad man growing up in the ‘60s to drive, with V8s across the board, but the first spark that would lead him on the journey to building this 6 Series was ignited when, in 1977, he saw an advert in a car magazine for the 633CSi: “It was a two-page side view of the car at speed. The caption read: ‘Cruise all day at 125 miles per hour.’ I was in love. Long story short, in October of 1986 I took possession of a one-year-old Euro-spec 635CSi in Diamond Schwartz with colourmatching centre Style 5s that I imported from Germany. It had a five-speed ‘box, M-Tech side skirts, headlight wipers and E9- style BMW emblems on the C-pillars. It was breathtaking! The drive home was magical. It was a unique and rare car in this area at the time. A phenomenal highway cruiser and no slouch with 218hp. I drove, loved and cherished it for 17 years. In 2002 [interesting number coincidence], I began to think about increasing its power as a project with my son Justin who had come of driving age.”


    Rob looked into various options – including an S88 swap – but the costs involved were prohibitive so he decided to go down the forced-induction route instead. “There was nothing off-the-shelf at the time: some companies were installing superchargers on E36s and some were casting log exhaust manifolds for turbo applications. I chose to go with a turbo for efficiency and because BMW had done so with the 745i however, in a twist of fate, the factory casting the turbo manifolds burned to the ground so I was stymied.


    “Some weeks later my son and I were roaming a local junkyard looking for BMW parts and he came upon a 745i with a cracked head. It had large iridescent red Ss sprayed all over it, indicating ‘save’ by the yard, knowing this was something not to be crushed. My dream was suddenly alive again.” Rob rescued the 745i for $500 and brought it to My Garage, which specialises in Euro cars. The precious engine was removed, along with numerous necessary supporting components, and the process of rebuilding it began. At the same time, the M30 was removed from the 635 and sold, and the six went off to Sports Car Restoration (SCR), which specialises in 2002s, for some serious custom work. “I had worked with SCR for small rust repairs and paint projects on the Six in the past. Initially I wanted bodywork, paint, sport seats, a rear valence and a lower front spoiler. I had bought an Alpina spoiler, a Fittipaldi steering wheel (at a swap meet), Sparco seats, a titanium gear knob, and mounts for the six-way power seats,” says Rob. “A key issue for the metal body fabrication was tyre size. The motor was going to be fitted with a Garret T5, so there would be a lot of power.

    I had already purchased Fikse FM-10s; 9.5” with 265s for the back, 8.5” with 235s for the front. That was as big as I could go, even with the max offset to the inside so I had to make an executive decision to extend the flares! I was then able to widen the wheels and tyres by another inch. At that point I was like a kid in a candy shop. Anything was possible. My sense of practicality and future responsibility were gone. Roll-cage? Sure! Metal fab side sills to replace the M-Techs? Why not? We needed two front arches anyway…”

    With the bodywork complete it was time for the engine to be re-inserted and tuned. After a lot of work and some delays, Rob picked up his completed car in July of 2005. He badged it ‘666 CSi’ and his numberplate reads ‘MENTAL’.


    For a while all was well but unfortunately not for long. The ceramic-coated cast log exhaust manifold cracked and the manifold that Rob purchased to replace it also cracked, taking the turbo with it, as he found out when the setup was dismantled by Steve Sarafini at Fab U This (FUT), whom the garage doing the engine work had used for exhaust work on the car. One option would have been to simply opt for a new, stronger manifold and a fresh turbo but, having come so far with this build, Rob decided to take things that little bit further.

    “At that point I engaged Sarafini in what turned out to be a three-year-plus project of completely redesigning the engine bay (and more) based largely on my making the decision to have two turbos.” The car was dropped off with FUT and work began on the massive new stage in the project in January of #2010 . “He’s a one-man-shop. He also had his bread and butter work to do. This was a complex, close tolerance project of epic proportions. It came together beautifully but slowly, over about three years, essentially redesigning the entire air flow from filters to exhaust tips and properly aligning and securing the engine, transmission and driveshaft.


    “The last stage, when the 666 came home to me, was another frontier. I had no idea what was required for it to run. I looked to my son for direction, and one of his friends, Brian Hoehne of New Directions Performance, stepped up. He picked up on my passion to forge ahead and jumped onboard.

    He knew people where he had grown up a few towns away and brought together Steve Cohen, Brian Hall, my son, and James Moran of Backfire Fab. Brian organised and scheduled the guys and researched and sourced materials and parts. Steve Cohen, with my son Justin’s help, rewired the entire car over several months. Everything original and everything new worked. I was amazed! James (Bopper as he is affectionately known), is a true custom car wizard. Of course, there were numerous hurdles and he had a huge amount of work to do. He plumbed the turbos, installed sensors for the ECU, connected the wastegates and blowoff valve, designed a cam position sensor, tightened and marked every bolt and nut, found and eliminated leaks (oil, water, air), revamped the breather tubing, installed the Ground Control coilovers, problem-solved the turbos, fuel pump, and ECU, tuned the engine, and much, much more… but it was all worth it.”


    Building the 666CSi has been a bigger project than Rob could ever have envisaged when he first start looking at options for more power 13 years ago. Few of us have ever even owned car for that long, let alone spent that sort of time building a project. In a world dominated by people chasing showready build deadlines and hopping from project car to project car, it’s pretty incredible to come across someone who has spent this long reaching his personal version of motoring nirvana.


    As for the car itself, well, this 6 Series doesn’t disappoint. From top to bottom, inside and out, on every level Rob has addressed every aspect of the car and created an incredible build. The car has undergone a lot of body work but the changes have all been subtle and don’t spoil the irresistible E24 styling. The extensive metal fabrication for the widened arches, side skirts and rear valence is blink-andyou’ll- miss-it subtle and elsewhere Rob has had the fuel filler flap, antenna hole, rear bumper spacer and second wiper hole shaved, as well as having the arch and panel seams welded and filled. An Alpina front spoiler has been grafted on up front and there’s also an unpainted carbon bonnet and custom carbon fibre spoiler intake surround, while at the back a Racing Dynamics spoiler perches on the bootlid. It all works so well, and we have to give Rob’s choice of wheels a huge thumbs-up too. We’re going to go out on a limb here and say that most of you probably haven’t come across Fikse wheels before, but this American firm has been producing some extremely stylish designs for a long time now and the forged 18” cross-spoke FM-10s that have been fitted here, their 9.5” and 10.5” widths the reason behind the arch widening, look fantastic. They have a classic design that really suits the shape of the Six – nothing too outrageous and with a healthy dose of dish.

    Inside, it’s a blend of the familiar and extremely alien: classic E24 elements sitting next to necessary additions for a car pushing out this much power. There’s no missing the three-quarter roll-cage, which is attached to the frame rails at the firewall and rear shock towers, or the extremely sexy Sparco Milano seats with six-way electric adjustment and custom Pearl beige leather trim to match the rest of the interior.


    The Fittipaldi steering wheel has been combined with a set of AC Schnitzer pedals and handbrake lever, while there’s also a weighted titanium gear knob attached to a much-needed short-shift kit. Finally, there’s a custom instrument pod that houses an array of essential fuel meter gauges.

    So, we should probably talk about the engine because it’s a little bit special. As you might expect from a project spanning 13 years, an insane amount of work has been carried out on this M106 and it looks like some kind of thermonuclear device rather than a mere six-cylinder engine. It has been blueprinted and balanced and built with Ross forged pistons, Pauter billet rods, Total Seal rings, race bearings, and a Metric Mechanic dual profile asymmetrical sport cam. The head has been milled, pocket and chamber ported and sodium-filled over-sized valves have been fitted along with new guides, titanium retainers and F1-1000lb springs, along with a steel head gasket and stud kit, with the compression ratio reduced to 7.7:1. Somewhere deep within the bowels of the bay sit the turbos: a pair of Comp CT3B ceramic ball bearing items mounted on twin ceramic-coated manifolds, mated to twin Turbosmart 40mm wastegates with custom stainless steel lines and Turbosmart 50mm blow-off valve. The fuel system needed some serious upgrading and is now running Injector Dynamics ID1300 injectors with fuel by Marren Injection Systems, ATL fuel cell, dual pumps, lines and a custom fuel rail. There’s also a Snow Performance water/methanol injection system with a custom stainless steel tank. A custom air box has been fabbed in the right frame rail and there’s aluminium intake piping to the air-to-air intercooler and radiator with custom aluminium plenum and runners.



    Look further and you’ll find a custom aluminium coolant expansion tank, a hydraulic fluid tank and a condensation tank. A custom aluminium valve cover with hidden plug wires is a nice touch, while there’s also an oil cooler with a puller fan in the left frame rail and custom aluminium water tubes at the water pump jacket. The icing on the cake is the AEM Infinity 10 ECU with an awesome array of functions including traction control, adjustable boost per gear, no-lift shift, and six dial-in tunes.


    This incredible list of engine mods all play their part in helping the car make that aforementioned figure of 580whp along with 540lb ft of torque at the rear wheels at 1.5bar on MS109 fuel with the water/meth running. All that power makes its way to the Tarmac via a Getrag S6S 420G six-speed gearbox from a Euro E34 M5, SPEC Stage 5 clutch and a pair of 295 Michelin Pilot Super Sports.


    Due to the vast amount of power and torque that the E24 now has to deal with the chassis has undergone some serious strengthening to help it cope. The diff is reinforced by a 1/4” steel, C-shaped bolted bracket welded to a 1/4” steel plate on the boot floor and bolted to cross members which go to the rear shock towers/roll-cage. There’s a custom rear strut brace, the engine and transmission are solid mounted along with most of the rear suspension, with some components mounted on polybushes, and the whole front has also been fully polybushed. Ground Control coilovers offer a gentle drop and a massive improvement in handling while the standard brakes are long gone, replaced by a custom UUC BBK with four-pot calipers front and rear and 355mm two-piece grooved discs up front with 350mm items out back. There are also thicker anti-roll bars and a line lock kit has been fitted on the front brakes, making those all important burnouts a breeze.


    The story of Rob’s 635 is one of highs and lows and while there were moments when the end seemed like it would never be in sight, 13 years on from that great decision to get some more power from his Six, here we stand with one of the most incredible builds we’ve ever come across. “It has been a long and winding road; not easy at times,” muses Rob. “Overall, I’m relieved and happy it’s together and working. A lot of time, effort, creativity, passion and money has been invested in this car. I’m still totally crazy [mental?] about it.” Looking at that numberplate, whoever said Americans don’t get irony? And as for the moniker on the back of the car, well, we’ll let Rob explain: “666CSi has a double meaning. With the 745i, and, of course, the newer models, #BMW has taken a liberty with the displacement representation related to forced induction, and 6.6-litres isn’t that outlandish, I thought.”

    This devilish 6 Series, then, is no longer that comfortable, refined GT that it was back in 1985 but we wager that Rob too is a very different man from the one that started out on this journey 30 years ago. This car, much like its owner, defies convention and expectations and while to the outside observer it might seem plain crazy to have spent so much time and money creating this car, in our world of modified cars where we’re all a little bit crazy he fits right in.

    TECHNICAL DATA FILE #BMW-666CSi-E24 / #M106 / #BMW-635CSi-E24 / #BMW-666Csi / #BMW-E24 /

    ENGINE 3.5-litre straight-six #M106 , solid mounted, blueprinted and balanced, stock crank, Ross forged pistons, Pauter billet rods, Total Seal rings, race bearings, compression 7.7:1, #Metric-Mechanic dual profile asymmetrical sport cam, milled, pocket and chamber ported head, sodium filled over-sized valves, new guides, titanium retainers, F1-1000lb springs, steel head gasket, stud kit, #Injector-Dynamics ID1300 injectors, twin Comp CT3B ceramic ball-bearing turbos, twin-Turbosmart 40mm wastegates with custom stainless steel lines, #Turbosmart 50mm blow-off valve, ATL fuel cell, dual pumps, lines, custom fuel rail, custom cam sensor, custom wheel speed sensors for rear axle for traction control, AEM infinity 10 ECU, custom software elements for adjustable boost per gear, no-lift shift, six dial-in tunes, valet mode and kill switch, Halon fire extinguisher, Snow Performance water/methanol injection system (including custom stainless tank), custom rewiring of engine and complete car, twin ceramic-coated exhaust manifolds, full custom stainless exhaust with twin 2.5” tailpipes, uprated radiator with twin electric radiator fans, custom air box in right frame rail, ceramic-coated intake piping to air-to- air intercooler and radiator, custom aluminium plenum and runners, custom aluminium coolant expansion, hydraulic fluid and condensation tanks, custom aluminium valve cover with hidden plug wires, oil cooler with puller fan in left frame rail, custom aluminium water tubes at water pump jacket, Optima Red Top battery. 580whp and 540lb ft rear wheel torque at 1.5bar with water/meth injection (22-23psi) and MS109.

    TRANSMISSION #Getrag-S6S-420G six-speed gearbox from Euro E34 M5 #Getrag-S6S / #Getrag , solid mounted, SPEC Stage 5 clutch, differential reinforced by a ¼” steel C-shaped bolted bracket welded to a ¼” steel plate on the boot floor and bolted to crossmembers which go to the rear shock towers/roll-cage, custom stainless rear strut brace.

    CHASSIS 9.5x18” (front) and 10.5x18” (rear) #Fikse-FM-10 wheels with 265/35ZR18 (front) and 295/35ZR18 (rear) Michelin Pilot Super Sport tyres, Ground Control coilovers, front suspension fully polybushed, rear suspension solid mounted and polybushed, custom aluminium front strut brace, custom UUC #BBK comprising four-pot calipers with 355mm two-piece grooved discs (front) and four-pot calipers with 350mm grooved disc (rear), 22mm anti-roll bars, line lock on front brakes.

    EXTERIOR Custom metal fabrication by Sports Car Restoration including flared arches, side sills and rear valance with exhaust scallops, shaved fuel filler door, antenna hole, rear bumper spacer, second wiper hole, welded/filled arch and panel seams, #Alpina (lower) front spoiler, PIAA three-way running lights, custom carbon fibre bonnet and spoiler intake surround, Racing Dynamics rear wing.

    INTERIOR Custom instrument pod, fuel gauges, short-shift kit, titanium (weighted) gear knob, #AC-Schnitzer pedals and handbrake lever, six-way power Sparco Milano seats custom covered in Pearl beige, Fittipaldi steering wheel, new tool kit, three-quarter roll-cage attached to the frame rails at firewall and rear shock towers, Escort Passport Max radar detector, Directed SmartStart System.

    THANKS My son Justin, My Garage, Sports Car Restoration, Fab U This, Backfire Fab, New Directions Performance, and European Performance Labs.
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