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    FORCED INDUCTION FRENZY!

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

    JUNKIE BOOST Words: Elizabeth de Latour Photos: Patrick Lauder

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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

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

    POWER AND TORQUE 610whp, 571 lb ft wtq

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

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

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

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

    Hard-pipe-mounted Tial blow-off vlave.
    Turbo is hidden away, only the air filter is visible in the engine bay.
    Interior home to various gauges plus Alcantara gear and hand brake gaiters.
    Gorgeous 18” BBS LMs and #Brembo-BBK .
    Up front, HID projector headlights with angel eyes.
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    ’CHARGED Z3 M Track-focussed monster. Words: Elizabeth de Latour. Photos: Patrick Lauder. From bone stock to supercharged autocross monster, this Z3 M Coupé has spent 14 years becoming the best machine it can be.

    Supercharged / #BMW-Z3M-Coupe / #BMW-Z3M-Coupé-E36/8 / #BMW-Z3M-E36/8 / #BMW-Z3-E36/8 / #BMW-E36/8 / #BMW-Z3M / #BMW-Z3M-Coupe-Supercharged / #BMW-Z3-Supercharged / #BMW-Z3M-Coupe-Supercharged-E36/8 / #BMW-Z3 / #BMW-Z-Series / #BMW-Z-Series-E36/8 / #BMW


    In America they call it the clown shoe; in the UK we call it the bread van but whatever you choose to call it the Z3 Coupé remains an incredibly special and unique machine. #BMW attempted to recapture the magic of its quirky miniature shooting brake with the E86 Z4 Coupé and while it was arguably a better car, it was also a lot more conventional and lost a lot of the appeal of its quirky forebear. Being unconventional may have caused people to fall in and out of love with the Z3 Coupé throughout its life but standing out from the crowd has most definitely worked in favour of the eye-catching machine and that is exactly why Grant Gillum ended up buying this car.

    “I wasn’t a BMW guy per se,” Grant begins, “but I knew they made a quality product. As college was ending I began researching nice used cars to purchase after graduation. I wanted a front engine, rear-wheel-drive car that could be modified and used for autocross and track days. It would also be my daily for a while. After considering several cars including Corvettes, Camaros, Porsche 944s and 928s, the Pontiac GTO (not a used car at the time), Datsuns and Nissans of many years and models, I decided on an E36 M3. I liked the styling, the daily sensibilities and the aftermarket availability. They were also uncommon and more exclusive. All that changed the day that I saw a Z3 Coupé in traffic,” he says. “I had seen a million Z3 Roadsters and wasn’t really interested in a convertible. But this was different and I wasn’t even sure what I was looking at. I certainly didn’t recognize it as a Z3. It had a BMW logo so I started researching all their models, eventually finding information on the M Coupé. All the engine of an M3 but lighter, with a factory wide body, staggered wheels and a look that was comparable to some exotics. Sold. I had to have one,” he smiles. “It took nine months of scouring the internet to find the right one.

    I bought a 22k mile example, bone stock but for a Dinan CAI and a stage one tune and still under warranty. I bought it sight unseen except photos and had it shipped cross country. I realized right away too that the M Coupé was a limited production run vehicle and so would be a cheap way for a blue collar guy to own something special. I bought the car knowing it would be a lifelong project car. I’ve known plenty of grey haired dudes that sold the hot rod of their youth and regretted it the rest of their lives. Not me. Hopefully,” he adds.

    Unlike other owners who buy their cars and start out with no plans for modifying, Grant knew he was going to mod the Z3 and knew exactly which direction he wanted to take it in. “I wanted to race it right away and joined an autocross club soon after buying it,” he says, and his passion for autocross is shared by his wife. “Six years ago she came with me for a day at the track. She rode along on a couple runs and decided to give it a try. Except when pregnant, she’s raced in nearly every autocross event that I have since then. Averaging our times to a 60 second run, she’s about a half second off me. She’s been as close as a tenth second off my time. I’m much more of a fundamental driver, she drives much more by the seat of her pants. As soon as she tightens up her fundamentals, she’ll beat me,” he says. While you can take any car to an autocross event, if you’re serious about this particular form of motorsport, as Grant is, then your car will need to be modified and in a focussed way that will enable you to get the most out of it, which is why virtually everything he’s done to his Z3 has been all about making it a more finely-honed, precision autocross instrument.

    It’s also why the supercharger that you can see strapped to the side of the engine came last and everything else came first as the chassis, handling and dynamics were the priorities here.

    Wheels and tyres were the first items on what would become quite an extensive shopping list and while aesthetics do obviously play a part, lightness was mostly the deciding factor as far as wheel choice was concerned. “I went online and found the lightest wheels I could for the car,” explains Grant. “I bought a set of OZ Alleggerita HLTs in 8x17” and 8.5”x17”. They were light at less than 17lbs (7.7kg) per corner and dropped considerable unsprung weight over the stock wheels and I converted to wheel studs too.

    I ran those wheels for a couple of autocross seasons before switching the rears to the front and widening the fronts to 10” and putting them on the rear. Now they weigh 16.8lbs (7.6kg) and 17.9lbs (8.1kg) front and rear; they are light, strong and handsome,” and what more could anyone ask for from a wheel? “I also run a set of 8x18” and 9x18” ASA AR1 wheels with black centres and 2” and 3” polished lips front and rear on the street,” he adds. The 17s really suit the Z3, as you can see in the photos, especially with the fat sidewalls of the super-sticky BF Goodrich g-Force R1 tyres filling out the arches and those tyres let you know that this M Coupé means business.

    With lightweight wheels and track tyres taken care of, the next item on Grant’s to-do list was the suspension, and while he started off small, things quickly escalated. “I started with H&R springs and kept them for a few years until they sagged,” he says, “then I switched to Ground Control coilovers and adjustable spring perches. But not before modding the anti-roll bars with reinforcements, adding differential reinforcements, rear shock mounts, sub frame reinforcements and rear camber and toe adjustments. Then I poly bushed it followed by aluminium control arms.

    “Disaster struck at the autocross one day when the diff pulled away from the subfloor and the rear end went squishy,” says Grant. “I thought that one of the rear anti-roll bar end links had given way. That’s how I got a tube frame rear subfloor that is way stiffer than the stock car ever thought of being. I love the coilovers, of course, but the single greatest suspension mod was poly bushing the rear subframe. It really changed the way the car transitioned weight in-corner to being much more predictable,” he says. As is often the case when it comes to modding, when things go wrong, break or fail, rather than just replacing them you upgrade them so, as with his boot floor, when the clutch started to slip Grant fitted an F1 Racing stage two clutch and 14lbs chromoly flywheel as well as a stainless steel clutch line and then added a UUC short shift kit and double shear selector rod plus a Z3 2.3 steering rack. Further drivetrain upgrades include a poly differential bush, UUC aluminium engine and transmission mounts and a rebuilt diff with four clutch zero preload and 80/60 ramping, polished ring and pinion gears and a 3.64 final drive in place of the standard 3.23 item. “Before the supercharger, lowering the final drive was a really dramatic NA mod. It went a long way to help pull me out of slow second gear turns,” explains Grant.

    With the suspension and drivetrain taken care the Z3 was a far sharper machine but now the car’s stopping abilities needed to be addressed. “When I started doing a lot of track days it was apparent that the stock brakes were not up to long days of abuse,” he says. “That’s when I did the brake conversion and ducting. What a difference and zero fade. I didn’t go too big on the disc diameter as I was concerned with reducing as much rotational weight as possible, as autocross is more of a low speed competition.” The Z3 now wears Wilwood six-pot Superlite front calipers with 330mm GT-48 floating discs and Wilwood Dynalite four-pot rear calipers with 312mm lightweight discs and Wilwood B pads allround, while the ducting ensures that the brakes receive plenty of cool air to deliver peak performance at all times.

    Having carried out all the groundwork to make sure that all aspects of the chassis and drivetrain were at peak performance, Grant could now turn his attention to extracting more power from the engine.

    Unlike our Euro-spec Z3 M models, the US cars were fitted with the S52B32 engine, based on the M52, which had to make do with 240hp and 236lb ft of torque so it’s no surprise that Grant wanted to up these numbers. “I started with keeping the engine NA and wanted to let it breathe better,” he says. “I upgraded the cooling system with a rad, water pump thermostat and cover immediately. I kept the CAI and did the M50 intake manifold exchange and I also did the BBTB at the same time. A cat-back exhaust followed and a year later came exhaust manifolds and a mid-pipe. In general I would wait until OE parts needed replacement and would upgrade at that time; that way the financial hit of modifying was lessened by taking the money I would be spending on OE parts and putting that towards upgrades.

    I replaced all the water hoses throughout and the oil cooler followed when I started doing more track days, as I live a 40 minute drive from Thunderhill Raceway here in California. While on track there one day the bottom radiator hose slipped off and started spewing out coolant; I realised it had happened within seconds but even though I coasted into the pits the water temp gauge showed hot and that’s how I got the new head and I went to under-driven pulleys then as well.

    “After the rest of the car was pretty modified I bought the supercharger kit. I had become a dad and my wife wanted me to do less high speed track driving and just drive autocross, so after close to two dozen track days at Thunderhill my focus changed with regard to driving. I needed just a little more low-end torque to pull me out of slow second gear turns when I didn’t want to shift to first gear at autocross,” and the supercharger kit has certainly given Grant the grunt he was after. It’s an Active Autowerke Stage 1 kit with a Rotrex C38-92 supercharger and is accompanied by numerous supporting mods. “I removed the air con, replaced the alternator, installed the power steering cooler, did the oil pan/pump upgrade and fitted an ATI Super Damper, crank pulley and carried out a CCV delete with the supercharger kit,” he says. “The baseline dyno when I bought the car was 205hp and 203lb ft of torque at the wheels; the NA mods took that up to 230whp and 222lb ft and it now makes 312whp and 262lb ft at the wheels on the same dyno. Active Autowerke claims that this kit makes 360hp on a stock car; I’ve done a lot of other work to the engine, so if they want to claim 360hp I want to claim somewhere in the 380hp range,” says Grant. “That seems excessive, though, and I usually just quote my dyno numbers,” and that’s still plenty to enjoy both on road an track, and a huge increase over stock.

    While Grant has focussed mainly on the performance and dynamic elements of the car he has not forgotten about aesthetics, both inside and out. The exterior as been enhanced with Motion Motorsports front splitters and aluminium undertay, a one-off AC Schnitzer rear diffuser centre section, the roof spoiler has been raised by 8mm to enhance the roofline and Grant’s also fitted black kidney grilles, black lower mesh grilles and carbon-look roundels among other things. The interior, meanwhile, has been treated to a Momo Competition steering wheel on a quick release hub, chrome handbrake handle, E46 M3 short shift gearknob, black leather gaiter with tricolour stitching and M Tech pedals and dead pedal. There’s also a H3R black HalGuard fire extinguisher, but this was added as a necessity following a scary incident…

    “While testing the car after installing the M50 manifold a fuel hose wasn’t secured completely and popped off and sprayed fuel over the exhaust manifold,” says Grant. “Thank god the car wasn’t warmed up all the way and only billowed white smoke. I pulled over immediately and ran. It continued to smoke for a long, heart-pounding five minutes. I fitted the fire extinguisher after that,” he says.

    Grant’s Z3 is a focussed build that’s been taken in a specific direction and the results speak for themselves. While it looks great it’s the changes that you can’t see and that we can’t experience or appreciate that make this car. It’s the vast amount of chassis work, the brakes, the hundreds of seemingly minor secondary mods that are so important for the success of the whole and which all add up to make a such big difference. This Z3 has evolved hugely during the 14 years that Grant has owned it, from autocross machine to track monster and back to autocross beast but this time with the wick turned way, way up, becoming more and more focussed at each stage and it’s not reached its final form just yet…

    “In the not-too-distant future this car will retire from competition after nearly 80,000 miles that saw it driving to almost monthly autocross events (10 months a year). I have a pile of class win trophies adding, in my small way, to BMW’s racing heritage. I’ll paint and mount the new bumper and splitters I have waiting. I’ll delete the fog lights and the antenna for a cleaner look. At that time I’d also like a nice set of multipiece step-lipped wheels,” he nods, painting an attractive picture. At that point it’ll become a different animal altogether but whether or not that will be its final stage of evolution will remain to be seen…


    TECHNICAL DATA FILE #Supercharged E36/8 Z3 M Coupé / #Active-Autowerke-Stage-1 / #Active-Autowerke / #Rotrex / #VAC / #Dinan /

    ENGINE 3.2-litre straight-six #S52B32 / #BMW-S52 / #S52 / #S52-Supercharged , #UUC engine mounts, Active Autowerke Stage 1 supercharger kit with #Rotrex-C38-92 supercharger, CAI, 3” MAF, High flow Bosch fuel injectors, supercharger oil cooler, AA stage 1 programming for BBTB and M50 intake with 7k redline, polished supercharger bracket, #ATI-Super-Damper , #VAC-lightweight crank pulley, #Dinan big bore throttle body, M50 intake manifold and fuel rail cover, intake runner heat shields, Dr. Vanos stage 2 kit with cam gears, timing chains and solenoid, Turner shorty ceramic coated exhaust manifolds, ARP header studs, fiberglass manifold and exhaust wrap, SAS Racing dual 2.5” mid-pipes with stock cats, dual 2.75” Supersprint stainless cat-back exhaust, #BMP design exhaust tips, #VAC oil pump upgrade, VAC oil pan baffle, #Behr S54 E46 triple row radiator, 80° thermostat, power steering cooler, Stewart high-flow water pump with steel impeller, polished aluminum thermostat housing, polished aluminum water pump nut, 80/88º fan switch, Spal 16” electric puller fan, clutch fan delete, new overflow tank, BMP brass water bleeder, VAC 5x7” oil cooler with polished Euro oil filter housing, stock head gasket, #ARP head studs, head polished and gasket matched, new valve guides, lashes, locks and retainers, valve job, resurfaced head, hydraulic belt tensioner, CCV delete, new Valeo 115 app alternator, AC delete, radiator baffle.

    POWER and torque 312whp and 262lb ft wtq

    TRANSMISSION #ZF-Type-C / #ZF five-speed manual gearbox, #F1-Racing 14lbs chromoly flywheel and stage 2 clutch, stainless clutch line, UUC short shifter and double shear selector rod, poly differential bush, UUC aluminium transmission mounts, rebuilt diff with four clutch zero pre-load and 80/60 ramping, 3.64:1 final drive, polished ring and pinion gears

    CHASSIS 8.5”x17” (front) and 10x17” (rear) #OZ-Alleggerita-HLT / #OZ wheels with 255/45 (front and rear) BF Goodrich g-Force R1 tyres, #Ground-Control front coilovers with Koni adjustable shocks, Eibach 500lbs front springs and 600lbs rear springs, Ground Control adjustable rear spring perches, Ground Control front camber and caster plates, #Racing-Dynamics 21mm front and 19 mm rear anti-rolls bars and end links, SAS Racing rear anti-roll bar reinforcements, #SAS-Racing differential reinforcements, SAS Racing rear shock mount reinforcements, Turner Motorsport aluminium and poly rear upper shock mounts, Ireland poly control arm bushes, #Turner front subframe reinforcements, Ireland poly rear trailing arm bushes, Turner rear camber and toe adjustments, 90mm rear and 75mm front lug stud conversion, E30 M3 polished aluminum control arms, Turner front hub extenders, Ground-Control bump stops, SAS Racing tube frame rear sub-floor, Z3 2.3 steering rack, #Wilwood sixpiston Superlite calipers with 330mm GT-48 floating discs with aluminium hats (front), Wilwood four-piston Dynalite calipers with 312mm lightweight discs (rear), Wilwood B pads (front and rear), stainless brake lines, Turner front brake backing plates and duct work, SAS Racing vented rear brake backing plates, new master cylinder and reservoir

    EXTERIOR Arctic silver, Motion Motorsports front splitters and aluminium undertay, #AC-Schnitzer one-off rear diffuser centre section, OEM fog light kit, rear roof spoiler adjusted up 8mm and colour-matched, polished wiring harness brackets, door jamb stickers removed, carbon-look roundels, passenger wiper delete, HID headlamps with side markers and corner lamps colour matched, stealth turn signal bulbs, tinted tail lights, colour-matched wiper nozzles and hatch latch, black kidney grilles, black mesh lower grilles, rear wiper delete, clear front corner markers, front plate holder delete, new windscreen and exterior mouldings

    INTERIOR Black and grey two-tone leather interior, Momo 350mm Competition steering wheel with hub, 15 mm spacer and adaptor, carbon-look roundel, Snap-off Industries steering wheel quick release hub, chrome handbrake handle, E46 M3 short gear knob, M Tech pedals and dead pedal, front and rear M logo floor mats, E36 M3 window button surrounds, black leather gaiters with tricolour stitching, windscreen and window tints, sun visor stickers removed, glove box facelift, carbon horn pin adapter, H3R black HalGuard fire extinguisher, poly seat bushes, custom rear hatch parcel shelf

    Thanks My wife, for her all patience and participation. Jerard Shaha at SAS Racing, my 30-year mechanic and friend. He rebuilt my El Camino in 1987! SAS Racing has done all the work on this car over the years. Their specialty is racecar setup but they perform all mechanical work and fabrication to an expert level as well as engine building and auto transmission rebuilds (sasjerard@gmail.com). Jason Shaha, my childhood best friend and Jerard’s brother. Thanks for planting that competitive seed from your family into me. See you at the next race? The long-standing crew at Trinity Touring Club. Thanks for your loyalty to our sport and dedication to our club. If I didn’t have to drive 90 minutes each way I’d be at all the club meetings (trinitytouringclub.com)
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    PIERS’ E46 330i TOURING / #BMW-E46 / #BMW-330i-Touring / #BMW-330i-Touring-E46 / #BMW-330i-E46 / #BMW / #BMW-3-Series / #BMW-3-Series-E46

    When you have your BMW aftermarket dealer’s number saved in your phone it is cause for concern. And when you are considering setting up a monthly direct debit to him it’s really time to start worrying! Last month was about unboxing the suspension but unfortunately this month isn’t about fitting it as I have more bits being sorted before a mammoth day down at #KWR services in Southampton. Kirk and I will be fitting front and rear subframes and all the new suspension components, including new front hubs and all wheel bearings. I’ll probably fit new #ABS-sensors as well as I had an E46 ‘Christmas tree’ dash moment driving in torrential rain. Wild speedo readings: 60mph whilst stationary at lights and zero at 70mph on the motorway… yes, only 70! Along with ABS traction control and handbrake lights on!

    As I mentioned a few moons ago, my significant other has a Mazda MX-5 which has possibly one of the best shifts of any OE gearbox. The shift has been one of the constant frustrations of the E46 so I have finally had enough and have decided to do something about it. So I hit up my dealer, Roy at CA, and asked him what the deal was when it came to shortshifts?

    I kind of didn’t really need to ask as #UUC has been making one of the most wellengineered solutions for many years. One of the things that I am enjoying about breathing new life into the E46 is the really great companies that support older BMWs. As an aside my old man lives in Oz and he loves cars and one of the trends he is seeing more and more of is people driving older, modified, updated whips instead of new cars. People are shunning the overly complicated expensive to fix new cars for older ones which are more fun and enjoyable to run modify and bond with. His choices are a bit older than mine: Volvo Amazons and Alfasuds (apparently they don’t rust as much in Oz!)

    So back to the short-shift kit. I love things which have been thought through, designed and engineered. I’m 6’2” and, unlike my friend Dan, I don’t have T-rex arms. I don’t want a shifter that becomes a bit TVR i.e a ball on top of the transmission tunnel. I need to still be able to clear the armrest. And this is where the UUC shifter comes into its own with its adjustable height feature. In addition, the design of the double shear linkage means that a large amount of slop is taken out of the whole gear throw mechanism. The theory is all good but once fitted I will let you know what the reality is like.
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    With killer styling, perfect stance and an S54-swap , 2M Autowerks’ E46 is an absolute feast of awesomeness. Words: Elizabeth de Latour. Photos: Viktor Benyi.

    Werk it 2M S54 E46 Spectacular Stateside #M3-powered , metal #wide-body-3-Series.

    We’ve been around for a long time. We’ve seen a lot of modified cars over the past 19 years (and 209 issues) but we love the et excited by some of the cars we come across. It’s a sign that we’re still in the right job and a sign that you out there in modded #BMW land are doing something very right. And it doesn’t get much more right than 2M Autowerks’ painfully good E46.

    This is the sort of car that leaves you a little bit breathless. It’s the sort of car you can spend forever looking at and never get bored of. It’s the sort of car that just feels so utterly complete that it makes you question everything you thought you knew. You’re probably feeling exactly that way right now; don’t deny it…!

    The man behind this build, and one half of 2M Autowerks, is David Mendoza – a self- confessed petrolhead through and through. And, unlike a lot of the big show builds we come across, this E46 is his own personal car which he’s owned for 16 years now. It’s that sort of long-term attachment and commitment to project cars that always makes us feel warm inside. “I’ve been into BMWs ever since I could remember,” says David, “but once I was able to purchase a car and actually be behind the wheel, that’s when it became even more special.” We can see how stepping from a hand-me-down Toyota 4x4 into an E46 would have felt very special indeed. “I absolutely loved the lines on the E46 and knew I had to have one,” he says. “Ideally I wanted to get an M3 but at the time I was two years into college at San Diego State University and knew my limits, so I had to settle for the #BMW-330Ci-E46 .” And while it may not have been an M3, the #330i is such a sweet package that, as far as compromises go, it barely counts.

    It all began, as these things so often do, with some simple mods and while David did have a plan, it didn’t pan out as he envisaged. “When I bought the car it was Jet black and the first thing I did was get rid of the amber corners, reflectors and side markers,” he says. “At first I started with just simple exterior modifications: wheels, tyres, clear lights, springs, and a Dinan cold air intake. I left the car like that for years and years.

    Then my brother and I opened up 2M Autowerks and I started to play around a little more with the cars. I ended up basically doing everything and anything I could.” He’s not kidding…

    This is one of those builds where there’s so much amazing stuff going on that it’s difficult to know where to start but seeing as the first thing that hits you is the styling, let’s start there. One of the many, many things that we really like about David’s E46 is that he’s not gone down the default Sport or M3 bodystyling route; yes, there are a few elements but the car has retained its SE essence and this is bolstered with rather a lot of custom work. The front and rear bumpers are both SE items but here they’ve been enhanced with Hamann lips that have been blended in, resulting in a perfectly smooth and unique look that makes a refreshing change from the norm and gives this E46 a bold, distinctive presence. The M3 bonnet works really well with the car’s overall look and is matched to a pair of M3 mirrors, still arguably the best-looking E46 mirrors about, and M3 side skirts to fill out the car’s profile. What you might not realise is that those front arches are also M3 items; David has had the side vents welded shut for a much cleaner, smoother look which definitely seems to be the theme with this E46. The most impressive part of the whole is, without doubt, that fat, all-metal wide- body rear end with its massive pumped-up arches. They really endow this E46 with monster road presence. It’s a great combination of styling elements and the whole package is complemented by a dazzling Imola respray – which we think is far more suited to a head-turning build of this calibre than blend-in black.

    All this would be for nought, however, if David had fallen at the wheel hurdle, but there never really was any danger of this happening considering the rest of the work going on here. “Back in #2002 , I initially went with an OEM+ size and a set of staggered 19” iForged Senekas,” says David. But once the wide-body conversion had been completed, the 8.5” and 9.5” widths just weren’t going to cut it. A three-piece wheel with a stepped lip was at the top of his shopping list and that’s exactly what we’ve got here. You’re looking at a gorgeous set of Aristo Forged MJKs, a size down at 18” across but massively wider to fill out those newly pumped-up arches, 9.5” wide up front and a serious 11.5” at the rear. They’re finished in custom matt Oro paint, which looks perfect against that bold red body.

    The car’s stance is no less perfect. The killer ride height has no air behind it, however, as this E46 is all static, slammed on a set of Status Gruppe SRS coilovers which bring the arches to within a whisker of the tyres. In addition David has fitted a set of UUC anti-roll bars.

    Now, the #BMW-330Ci is a brisk machine, powered as it is by BMW’s rather wonderful M54. But considering everything else going on with this project, it was never really going to cut it especially with David’s long- standing desire for an E46 M3. As good as the M54 is, the S54 is just a bit better – so that’s what you’ll now find in the engine bay. Once glance at that engine, however, will tell you that it’s most definitely not standard.

    And that’s because just an engine swap wouldn’t have sufficed; David wanted to extract maximum power from that awesome straight-six. Up top, there’s a set of custom 2M Autowerks E46 velocity stacks handling the intake side of things, with an Alpha N tune by RK Tunes along with a set of Turner Motorsport pulleys. At the other end of the engine you’ll find set of 2M JSP custom stepped race exhaust manifolds which connect to a UUC TSE1 exhaust. David also fitted an Earl’s oil cooler and a Mishimoto high performance radiator, which has since been changed for a CSF race rad. It’s not just the engine that has been worked on; the engine bay too has been given plenty of attention to ensure that this E46 turns as many heads with the bonnet off as it does with it on. David carried out a wire tuck and then welded up any excess holes for a super-smooth look. Then he added a custom cabin air filter and brake covers, before finishing the engine bay off in cement grey, which delivers a striking contrast to the bold and bright Imola bodywork. The cement grey really was an inspired choice, and is not what you expect to see when the bonnet is up, or off, and it definitely makes you look twice. With the engine swap completed the E46 had the performance it deserved but, as the old adage goes, power is nothing without control, and so the stock front brakes were removed and replaced with a pair of substantial Porsche 996 calipers, though you’ll be hard pushed to spot them as they too have been painted in cement grey with just a red Brembo logo, making this possibly the most discreet BBK setup we’ve ever seen. The calipers themselves sit on Rally Road brackets and are mounted around ECS tuning two-piece CSL discs with braided hoses for good measure.

    You might think that after all that, by the time he got to the interior David may have run out of steam, but you’d be dead wrong; he’s really gone to town in here. Step one: the seats. The stock items have been unceremoniously ejected and replaced with a pair of utterly gorgeous Recaro Speed items finished in black leather with red stitching.

    They are joined by some choice Alcantara items which include a Colby handbrake gaiter and gear gaiter (both with M tricolour stitching), plus a Colby Alcantara steering wheel with matching stitching and a red centre stripe. The front doorcards and rear side panels are gorgeous CSL carbon fibre items, while the rear is dominated by an Autopower half-cage with harnesses and topped-off with a custom rear seat delete. The finishing touch is a splash of Oro paint on a few trim areas and the cage itself, which adds a unique touch of colour.

    It’s impossible to dislike an E46, they’re such good cars. And this is arguably one of the best we’ve seen. David has clearly poured a vast amount of money and love into it and the end result is so complete. Well, other than the addition of a carbon roof, which David will fit in a few months. Once that’s on, this car will be completed for good – and it’s rare to be able to say that about any project. David has already started on his next build, an S85 V10-swapped E46 track car, as well as an E36 PTG-style track car, but don’t worry, this E46 isn’t going anywhere. All that’s left for David to do now is ‘werk’ it. Lucky chap!


    TECHNICAL DATA FILE #2M-Autowerks / #BMW-E46 / #BMW-M3-E46 / #BMW-M3 / #BMW-M3-2M-Autowerks / #BMW-M3-2M-Autowerks-E46 / #BMW-3-Series / #BMW-3-Series-E46 / #BMW-3-Series-M3 / #BMW-3-Series-M3-E46 / #BMW-3-Series-Coupe / #BMW-3-Series-Coupe-E46 / #Aristo-Forged /


    ENGINE AND TRANSMISSION 3.2-litre straight-six #S54B32 / #S54 / #BMW-S54 #S54-swap , #2M-Velocity stacks, #2M-JSP custom stepped race exhaust manifolds, #UUC-TSE1 exhaust, #Alpha-N tune by #RK-Tunes , wire tuck and excess holes welded, engine bay painted cement grey, custom cabin air filter and brake covers, Earl’s oil cooler and fittings, #Mishimoto high performance radiator (now CSF race radiator), #Turner-Motorsport underdrive pulleys, six-speed manual gearbox, #UUC short-shift kit

    CHASSIS 9.5x18” (front) and 11.5x18” (rear) #Aristo-Forged-MJK three-piece wheels in custom matt #Oro-paint with #Motorsport-Hardware 70mm (front) and 90mm (rear) stud kit, 255/35 (front) and 295/30 (rear) Falken FK453 tyres, #Status-Gruppe-SRS coilovers, #UUC anti-roll bars, Porsche 996 brake callipers (front) painted cement grey with red #Brembo logo on #Rally-Road brackets, #ECS-Tuning two-piece #CSL discs, stainless brake hoses

    EXTERIOR Full respray in Imola red, Hamann front lip blended onto SE front bumper, black kidney grilles, M3 bonnet, M3 front arches with side vents welded shut, M3 mirrors, M3 side skirts, custom all-metal wide-body rear, Hamann lip blended onto rear bumper

    INTERIOR Recaro Speed front seats with custom leather and red stitching, Autopower half-cage painted in Oro with harness, CSL carbon fibre front and rear doorcards, Colby Alcantara steering wheel with and red centre stripe, Colby Alcantara handbrake and gear gaiters with M tricolour stitching, multi-touch- screen head unit, Oro painted trim
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    The hottest E36 – the brilliant M3 R White Gold.

    One of the rarest of all E36 M3s, and some might say the best, came from Australia: the brilliant M3 R. The very best E36 M3 didn’t come from Europe, or America… it came from a land Down Under. Words and photography: Chris Nicholls.

    Mention special E36 M3 derivatives and most people’s minds will inevitably go to the M3 GT or Lightweight. After all, these sold in relatively large numbers and, thanks to being designed for BMW’s two largest markets (Europe and the US respectively), got the most media exposure. However, the rarest, most powerful E36 M3 ever made (GTR aside) didn’t come from either of those continents. It came from the relatively tiny market of Australia, where, in #1995 , a highly talented group of people from both within and outside the company came together to build 15 very special M3s. These came to be known as the M3 Rs.

    Now, some of our regular readers may already know about the M3 R, especially as we featured another one back in (March 2006), but given the time gap, we thought it was best to look at it again because it is without a doubt one of the best factory M3s ever made.


    The M3 R story first dates back to mid-1993, when BMW Australia investigated the possibility of building a near race-spec M3 for the road, the idea being that they could be sold to enthusiasts who tracked their cars on the weekend or even competed in state and national events. The payoff for BMW Australia being a homologation special that it could develop for Australian GT Production car racing.

    Having been given the green light, the local BMW team worked closely with the legendary Paul Rosche, then M GmbH’s head of motorsport, and team members from the famous Australian Frank Gardner’s outfit, who ran the Australian M Team at the time, to help design, develop and spec the cars. It’s worth noting before we go any further that one of the Gardner staffers was Ralph Bellamy, whom older readers and F1 nuts may remember as chief engineer at Brabham, McLaren, Lotus (where he, along with Colin Chapman, Peter Wright and Martin Ogilvie invented ground effects), Lola and Fittipaldi, before moving onto BMW M to work on the international Super Tourer programme. So, as you can see, when we said a highly-talented group of people helped make this car, we weren’t lying.

    As for the car BMW Australia ended up producing, it really was a road-going racer. The air conditioning and stereo were removed (although, as usual, owners could refit them) and sound deadening, central locking, foglights, rear seats and the on-board tool kit all went, too. Even with the standard twin fire extinguishers (although obviously not the optional bolt-in roll-cage) the end result was a car that weighed nearly 200kg less in its most hardcore form than a stock M3.

    Of course, the modifications didn’t end there. The engine gained more aggressive camshafts, shorter intake trumpets and a different cold air intake that drew from where the driver’s side fog light used to be, as well as a Motorsport-designed sump and dual oil pick-ups to avoid the common S50 30B starvation issue. On top of that came a lighter flywheel (matched to either an AP Racing 7.25-inch sintered twin-plate racing clutch or a cerametallic twin-plate for road use) and new management software to yield an overall output of 325hp – more than any non-GTR E36 M ever sold elsewhere. It goes even harder than the weight and power would suggest, too, thanks to a shorter-than-standard 3.25:1 final drive ratio.

    Unsurprisingly, the brakes also copped significant upgrades in the form of AP Racing four-piston callipers, two-piece vented rotors, Pagid RS 4-4 pads and front cooling ducts that ran from holes next to the now-deleted foglights. As for the suspension, almost every part was replaced with Group N Motorsport parts, right down to the hubs, which run different length studs (not bolts) front and rear to hold the unique 17-inch staggered BBS wheels. To ensure the looks matched the potential, the team also fitted the M3 GT body kit in its entirety, plus the Super Touring dual-level rear wing and a sliding front splitter. The whole lot was assembled at the BMW Australia Performance Driving Centre under the close supervision of M engineers and Ralph Bellamy himself. Three completed cars went to the local M Team for competition use and the remaining 12 were made available to the general public.

    However, in keeping with the whole ‘race car for the road’ thing, only members of the general public armed with a CAMS (Confederation of Australian Motorsport) racing licence could buy one, unless they were willing to undertake the relevant training and tests before delivery.

    As you can see, the M3 R is thus a rare and incredibly desirable special edition. One designed to maximise driving pleasure both on road and track, and in the sole colour available (Alpine white III), quite the stunner.

    The owner of this particular example (number 14 of 15) is very well aware of just how special it is, too. Ian Burke has been a BMW enthusiast for many years, starting with an E46 323i in 2000, before moving up to an E46 330i three years later. These two impressed him enough that he bought an E92 335i sight unseen before they arrived in the country when the lease on his 330i expired, after which he upgraded to an E92 M3, which he still owns. Burke also has an original M Roadster, has done a factory tour and visited BMW Welt and would have bought an F80 M3, too, until a test-drive convinced him it was “a bit too boy racer-ish” for him. Thus, when he says it provides a special driving experience, you know he’s not wrong: “It’s a treat to drive. I would say on the open road it’s got better shock absorption and handling than my E92 M3. When you go over a bump the shocks absorb everything – they’re quite amazing. It handles extremely well, too. I’ve had it around Sandown Raceway a couple of times, and the performance is not like a modern-day car, although it’s still pretty quick, but the point is that it’s good around there because the braking is so superior to a modern saloon car. You can get the brakes red hot and really stamp on them into a corner and the whole suspension is race-tuned.”


    How Burke came to own this car is a lovely piece of father-son serendipity as well. Burke isn’t really a tech guy – he has no social media accounts at all – but his son, Andrew, like most people his age, is on the web a lot. And unsurprisingly spends a large portion of that time looking at cars. Thus, a while after purchasing his M Roadster, Burke got an email from his son telling him about this example, which at the time resided in Sydney, complete with a link to the advert. “I looked at it and thought it looks pretty cool and that it could be a reasonable investment and a nice car to get around in so I went up to Sydney to see it,” he says.

    The shop selling it was called Classic Throttle Shop, a renowned establishment which houses a huge number of special cars at any one time. Upon visiting, Burke senior was impressed enough by the car that he bought it on the spot and had it shipped back down to his home in Melbourne.

    Not that the car was perfect, of course. The steering wheel leather had a small cut in it, which necessitated refurbishing, and many of the rubber seals were in such bad condition that they had to be replaced. This perishing and the fact the car had only done 17,000km at the time of purchase suggested that the car had previously spent a lot of time in a garage but as it ran fine and all the other components seemed alright Burke wasn’t bothered.

    Once freshened-up, Burke made a couple of small changes to suit his personal taste and needs. First was swapping out the intake system for a lovely Gruppe M carbon number, purchased simply because he liked the noise. Second was the clutch. Apparently the original race-spec version was “virtually undriveable in the city”, so he changed it to a UUC model with a solid lightweight flywheel and an E34 M5 sprung disk.

    Now, keen-eyed M3 nuts might also spot the car came with some non-standard modifications that Burke didn’t make, namely the Remus exhaust and an unknown brand thick alloy strut bar, as well as the original radio/cassette player and air-con, but all of these are minor changes and should he ever desire, Burke can always swap everything back to stock-spec pretty easily, especially as every component on the car has an official BMW part number.

    Rather amusingly, there is one extra part Burke does own that he’d love the put on the car more regularly, but certain family members won’t allow it: a custom numberplate. “I’ve actually got a Victorian licence plate ‘E36 M3R’ but I’m not allowed to put it on because I’d look too much of a tosser,” he says. That said, Burke readily admits that “you’ve got to fly under the radar when you own a car like this”, so he isn’t too fussed – especially as he is allowed to bolt the private ’plate on when he attends the odd #BMW Car Club of Victoria meet.

    “The BMW people know what it is without the ’plates,” Burke grins, “and, of course, when you lift the bonnet up, their eyes pop out of their head when they see the originality of the engine. It’s even got all the original stickers.”

    Remarkably, given his penchant for regular spirited drives, Burke has only put about 4000km on it in the three year’s he’s owned it, but then he also has his M Roadster and E92 M3 on offer as toys, and his daily driver is a VF Holden ute (“it’s so damn convenient to throw all your rubbish in the back”), so perhaps the low number of kilometres travelled are less surprising in that regard.

    As for the future, Burke says he plans to “just sit on it”, especially as S50 engines are so hard to come by these days, and eventually he’ll pass it onto his son. No doubt Burke junior will enjoy driving it as much as his old man.

    “It’s a treat to drive. I would say on the open road it’s got better shock absorption and handling than my E92 M3”

    TECHNICAL DATA #BMW-E36 / #BMW-M3-R / #BMW-M3-R-E36 / #BMW-M3-E36 / #BMW-S50 / #S50 / #S50B30 / #BMW-M3 / #Getrag / #BMW-3-Series-E36 / #BMW-3-Series-Coupe-E36 / #BMW-3-Series-Coupe / #BMW-M3-Coupe / #BMW-M3-Coupe-E36

    ENGINE: 2990cc, DOHC S50 30B straight-six, cast iron block, 24-valve alloy head, 10.8:1 compression ratio, 264-degree inlet cam, 265-degree exhaust cam, oil restrictor in head, Motorsport sump, twin oil pick-ups, Motorsport air filter and intake pipe, Motorsport lightened flywheel (currently UUC solid lightened), Remus exhaust, updated engine management software

    MAX POWER: 325hp @ 7200rpm

    MAX TORQUE: 258lb ft @ 4400rpm

    DRIVELINE: #Getrag-420G six-speed manual, #AP-Racing CP2961 7.25-inch twin-plate sintered (road/race) or #AP-Racing-CP4112 cerametallic twin-plate (road). Currently fitted with #UUC Stage 2 Ultimate clutch with E34 M5 sprung disk. Standard clutch master cylinder with travellimiting stop, E34 M5 driveshaft, 3.25:1 final drive ratio

    SUSPENSION: Motorsport Group N Bilstein dampers, Motorsport Group N springs, Motorsport Group N upper and lower spring plates, Motorsport Group N struts (f), Motorsport Group N upper and lower wishbones (r), Motorsport Group N adjusting sleeves, Motorsport Group N damping sleeves, Motorsport Group N hubs with studs (f&r), aftermarket strut bar (f)

    BRAKES: AP Racing four-piston front callipers with twopiece vented rotors (f&r), Pagid RS 4-4 pads (RS12 optional), front brake cooling ducts

    WHEELS AND TYRES: 7.5x17-inch ET37 (f) and 8.5x17- inch ET41 (r) #BBS mesh wheels with 225/45 (f) and 245/40 (r) Bridgestone Potenza RE-11 tyres

    INTERIOR: Anthracite M cloth/Amaretta suede trim, aircon delete, radio/cassette delete (both since re-installed), rear seat delete, central locking delete, sound deadening removed, twin fire extinguishers (driver’s side removed for convenience), spare wheel delete, jack and wheel brace delete, toolkit delete, boot floor mats and trim delete, limited edition plaque under handbrake

    EXTERIOR: M3 GT body kit, Motorsport sliding front splitter, Motorsport Super Touring dual-level rear wing, foglight delete (driver’s side replaced with air intake vent)

    “Their eyes pop out of their head when they see the originality of the engine. It’s even got all the original stickers”
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    THE GRIM SLEEPER

    It started life as an unassuming #BMW-318i / #BMW-318i-E36 , but an #S54-swap totally transformed this E36. Parked up, Chris Lunn’s stripped E36 318i certainly wouldn’t turn heads. However turning the key unleashes 348bhp of unbridled E46 M3 power. Could this be the UK’s finest street sleeper? Words: Joel Newman. Photos: Dan Pullen.

    To own a feature-worthy project car you’ve got to be clinically insane or just plain mental. Okay, okay maybe that’s a little harsh, but I think you’ll agree that to put all your time, money and soul into any inanimate object requires an ounce of lunacy far outweighing that of the average Joe. The star of this next feature has those characteristics in spades. His hunger for performance has led him through every nook and cranny of the E36 318i M40 modifying underworld. After succeeding in pushing the envelope as far as it could he got his hands on a brand new, much larger, much more shiny envelope, the S54 lump from the E46 M3.


    The story begins in 1994, soon after Chris fell in love with and purchased the feel and thrill of the front engined rear-wheel drive 3 Series Saloon. It is, by his own admission, his first and only car and its evolution is of such fairytale proportions that, if we hadn’t seen and ridden in it ourself, we would scarcely believe.

    Back then, with a mere 115bhp 1.8-litre four-cylinder lump, power was never on the generous side. Despite this, the trained electrician and musician gained as much track time as possible, kicked off with an open pit session at Castle Combe in 1995 as Chris explains: “To start off the car was awful. The handling was reasonable but on the straights anything and everything went past me.”

    It was soon after this that Chris started reading car magazines, and in conjunction with the people he was meeting at the track events, he had at his disposal all the expertise he would require to create the car that he longed for.

    After a chance meeting at a track day Chris started talking to Graham Lee owner of Lee’s BMW in Wembley. Together they fitted a performance exhaust and air filter, then had the car remapped at AmD Technik in Oxfordshire. Soon after the car was dyno’d where it produced only 3bhp over standard – something needed to be done.

    With help from Torque Development International in Barking Chris set about fitting Shrick cams, porting the cylinder heads, installing enlarged throttle bodies and remapping the car once again. After the work, like a crazed father the car was marched back to AmD, this time it put down an additional 20bhp. Once again Chris peered disappointingly into his now empty wallet…


    Feeling somewhat dejected, as strange as it seems he had grown fond of his beloved four-pot. Like a belligerent child he wanted to stick with it and after a chance meeting, this time with Bexley Motor Works, Chris carried on further down into the, dare we say it, money pit.


    Bexley felt that to best improve the car, the rear drum brakes needed to go. The guys managed to find a rear axle from an E36 328i complete with rear disc brakes. Chris himself then purchased and fitted a dBilas individual throttle body kit and Bexley worked on the MBE engine management system.

    During this period our man fitted E36 M3 front and rear bumpers and side skirts, which although offer no form of protection from impact, help reduce weight quite significantly. To shed further pounds he stripped out the interior and fitted a carbon bonnet. Finally Chris installed four-pot Brembos and floating discs up front. The car was once again rolling roaded and produced a more impressive 158bhp and 153lb ft of torque but the 318i – and Chris for that matter – were at the end of their tether. The M40, although a willing comrade could not, without force induction at least, be pushed a millimetre further. As sad as it was, Chris knew he had to move on.

    He began hunting for a replacement lump. The first port of call for the engine swap was the 2.5-litre 220bhp S14 from the E30 M3. Used by some E36 touring cars this powerplant is renowned for its lightweight, rev hungry attitude and is ideally suited to track driving. It was only financial reasons that stopped Chris making this swap, as the lads at Bexley pointed out that for the money, the power increase he would achieve would be minimal.

    He then began looking for an E36 M3 Evo lump but could find nothing to match his criteria. He was about to give up when, after an inquisitive snoop on eBay, he stumbled on the greatest bargain of the century. There before him, with just five minutes remaining on the sale was an E46 M3 engine with just 20k on the clock, the current price just £1100. Chris bid £1300 for it and in an instant it was his as he recalls: “At the time I just thought ‘what have I done?’ but I just went with it and prayed! I called the guy and asked if I could come and look at it and he said ‘no’ I’ll come to you. He turned up and had the engine complete with gearbox on a B&Q palette. He said I could have the lot for £1500.” Chris gave it a good once over but the seller guaranteed it was legitimate and he took a chance and went for it. There is no doubting it was a massive gamble.

    One of the main reasons the project was so difficult from the outset was because it is quite literally a first. In Europe at least, no one has ever done this before and Chris wasn’t sure if it had ever been legitimately achieved anywhere before. It was therefore down to Bexley to confirm that the mounting points for the E36 and E46 M3 engines were relatively close and that the S54 from the E46 should fit. They explained, however, that the gearbox on the E46 is longer and as a result the E36’s propshaft would have to be cut. Problems spiralled further as Bexley encountered yet another major issue. The E36 318i runs an open diff. In an E46 the diff is controlled by the engine management system, however since all the electronic gizmos would need to be eradicated if the S54 was to run smoothly in the E36, the limited slip diff from the E46 could not be installed, there simply wouldn’t be the technology necessary to run it. To scupper the problem Nigel and Jags at Bexley had to utilise the mechanical E36 M3 diff. The running gear for Chris’s ride would have to be a mixture of amalgamated E36 and E46 technology resulting in an E46 gearbox and propshaft front end welded and integrated into the E36 M3’s propshaft. This enabled it to operate with the E36 rear differential and rear axle. Interesting stuff when you’re reading about it, mind numbingly difficult and problematic when you’re building it!


    The next dilemma that the team faced was the E36’s steering column. On the E46 the rack narrowly misses the manifold, and if this was not the case with the E36 it would really threaten the project. Through some sort of divine intervention it just so happens that the E36’s steering column ran exactly the same way as the E46’s. Chris points out that this was a real turn up for the books as both the E46’s engine and bay are wider; by pure chance fate was playing along with Chris’ wild plans.

    As mentioned, because it was impossible to run the E46s software in the E36, the fly-by-wire throttle found on the E46 M3 had to be replaced and exchanged for a manual throttle cable. Unfortunately because of the way the new engine sat, the E36 M3’s variant didn’t fit into Chris’s car, so Bexley fabricated the piece themselves.

    Finally with the project looking like it was on track it was time to take on the cooling system. The E36 M3’s radiator was fabricated and mounted on new brackets and after a few trial runs it was supplying sufficiently cool air to the new lump. To complete the car final touches included a Heigo bolt-in roll-cage, relocating the battery behind the passenger’s seat, Full Black Art Design coilover race suspension, a UUC magnesium front strut brace and enlarged ITG air filter. With a Recaro bucket and Sabalt harness already installed and a rear wing fitted the car was ready to roll.


    Just two days before the shoot, one of the UK’s greatest sleepers was unveiled to its proud owner. On its first rolling road the car put down a hefty 348bhp and 277lb ft. The once budget 318i is now one of the fastest BMW’s in the UK thanks to Bexley, as well as being one of the most understated performance cars you’ll ever come across. Capable of 185mph, this thing accelerates with such ferocity that it definitely outstrips the performance of the E46 M3 and quite possibly the E46 M3 CSL. It may have been expensive, it may be hugely impractical, but to all of you that look at your pride and joy and dream of more, listen up. Whether it takes you a year or two decades, persistence pays off. A dollop of insanity, a piggy bank and a die hard mission can lead you to uncharted territory. After fitting his first air filter Chris kept his cool and followed the mantra ‘one day at a time’. Fourteen years later, and without any sudden cash windfall he now owns a car that drives and behaves like the one he desired all those years ago. With future plans to install a lightweight flywheel and clutch, slick tyres and a carbon airbox, power will only increase, and whether it takes him a week or five years to get this sorted, Chris can attest to one thing: good things come to those who wait.

    The running gear for Chris’s ride would have to be a mixture of amalgamated E36 and E46 technology.

    He turned up and had the engine complete with gearbox on a B&Q palette. He said I could have the lot for £1500. There is no doubting it was a massive gamble.

    DATA FILE #BMW-E36 / #BMW-E36-S54 / #AC-Schnitzer / #BMW-3-Series / #BMW-3-Series-E36 /

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S54 / #BMW-S54 / #S54B32 engine, ITG air filter, #Scorpion de-cat, #Sebring-DTM exhaust. E46 M3 six-speed gearbox with #UUC short-shift, E36 M3 rear axle and differential, E36 and E46 M2 fabricated propshaft, E36 M3 transmission tunnel cross brace


    CHASSIS: 17” #AC-Schnitzer-Type-2 wheels shod in Yokohama AVS 235/40 tyres with #Eibach wheel spacers. Black Art Design coilovers, Ground Control front camber plates, UUC magnesium front strut brace and AC Schnitzer rear strut brace, #Eibach anti-roll bars, TC Kline racing monoball rear trailing arms and aluminium bushes. #Brembo four-pot front brake conversion with 238mm discs and #Ferodo DS3000 pads, #Zimmermann crossdrilled and vented discs with Ferodo DS2500 pads rear

    INTERIOR: Fully stripped with Heigo bolt-in rollcage, Recaro SPG seat with Sabelt four-point harness, AC Schnitzer steering wheel and pedal set, AC Schnitzer gear knob

    EXTERIOR: E36 M3 bumpers and side skirts, carbon fibre bonnet, AC Schnitzer mirrors, Hamann STW rear spoiler with carbon fibre lip, Race Tech tow ring

    The M40, although a willing comrade could not, without force induction at least, be pushed a millimetre further. As sad as it was, Chris knew he had to move on
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    PURPLE HEARTS

    Built to commemorate its owner’s late father, this Daytona E36 Cab is a poignant purple project. Kevin Love’s dear departed father used to rock a boisterous purple muscle car. So what better way to celebrate his memory than with a fresh new build in the same vein? Words: Daniel Bevis. Photos: Kevin Love.

    From 1969 to 1973, American muscle car enthusiasts were treated to a stimulating palette of glistening new colours in the Dodge, Chrysler and Plymouth model ranges. These new HIP shades (standing for High Impact Paint) came to aggressively assault the retinas of passers-by with a lurid and shocking take on the generally considered conventions of the car hue genre.


    And the best thing about all of this corporate playfulness was the names that were chosen for these paints: Top Banana, Go Mango, Sub-Lime, Panther Pink, Citron-Yella, and of course Plum Crazy. These were extrovert cars, they deserved extrovert colours.


    “My father had a 1968 Dodge Charger in Plum Crazy,” recalls Kevin Love, as he casts a fond eye over his own purple toy. “It was his Purple Haze, and when he passed away I wanted to create my own personal tribute to him, my own Purple Haze.” And that’s just what you see here – a #1995 E36 M3 in Daytona Violet. Sure, its origins lie on the other side of the Atlantic to his father’s old car, but the ethos of the project is the same: a beautiful, aggressive, eye-catching machine with far more horsepower than necessary and race track DNA clearly on display.

    “Following the success of my M3 convertible, I was ready to hit the ground running with another unique build,” Kevin continues. “That was my first BMW project and it was ten years in the making, culminating in a feature in DRIVE-MY in August 2014.” He’d set the bar high then, having already appeared in these hallowed pages. So, how might one ensure that lightning strikes twice? Presumably by getting things off on the right foot and starting with a solid, decent project base, yes?

    “Er, no!” he laughs. “When I bought this car it was in rough shape. I had two choices at that point – either I make it a track rat and just gut it, or turn it into another beauty queen. I did a little research and found the M-Cross interior, and that was the moment I knew which direction I wanted to go with the build. I am an OEM fanatic and I strive to find the rare parts to make the car that little bit more noteworthy.” He’s not kidding – seasoned DRIVE-MY readers may recall how Kevin transformed his convertible 318i auto into an M3-powered show-stopper with an Anthrazit Rain interior and all manner of rare original-equipment bits. If it’s obscure and Bavarian, Kevin will find it.


    “I’d created the Colorado BMW Groupë on Facebook, and a fellow member had listed this car for sale,” he recalls. “I liked the car but I wasn’t in the position to pull the trigger at that time. A few months later it was listed once again; the more I thought about it, the more I wanted it. The colour is what truly sold me – we arranged to meet up, and when I saw the colour in person I was convinced. And I didn’t waste any time in tearing into the thing either… pretty much as soon as I got it home I went through the car on all the maintenance, refreshing all the suspension components, and I detailed it inside and out. Then I started replacing weather-stripping and seals; I knew exactly what I needed to do right away to make this car have a great starting point to build from.”


    The thing with talking to Kevin about his #BMW love affair is that it’s like flicking the switch on a Duracell bunny, you just set him going and he’s off for hours, absorbed in his own passion. It’s endearing – this is a guy who just can’t restrain himself from spending countless hours online, on the phone, in lock-ups and breaker’s yards, and on social media hunting down rare parts, garnering and giving advice, just living the BMW dream. It swims in his blood. Passion that his beloved Charger-toting father, Rodney, would surely be hugely proud of.

    “I wanted to challenge myself, I never wanted to look back and be known from my previous build and fall short,” Kevin asserts. “Most of all, this car is my own build and not built for others’ approval. I consider myself an OEM fanatic, but I also appreciate the stance movement, and at the end of the day this is just my perfect M3.

    “The first big modification was the Air Lift V2 suspension,” he continues. “I wanted reliability, and not to have to plan my route around town in advance.” Wise sentiment indeed, and something we hear time and time again from owners who’ve made the switch to air-ride – there will always be people hating on the format, but it really can be an all-things-to-all-men solution.

    Kevin’s next big decision, having got those arches markedly closer to the ground, was to figure out what to fill them with. “I got in contact with a vendor in Germany selling Carline CM6 wheels – easily my favourite wheel style that I always dreamed of owning,” he enthuses. “With that life goal ticked off, and the wheels’ hardware swapped for 24-carat gold items for good measure, I then fitted my very rare and obscure Dove Alcantara M-Cross interior. In fact, throughout the build I sourced every Motorsport item I could, ending with the strut brace.”

    It’s been, as we’ve come to expect from Kevin, an exhaustive exercise in partshunting, touching on such desirable treats as the red Motorsport seat belts, the door handles and, most noticeably from outside, that outrageous GT2 Class II boot spoiler. “I wanted to keep the car as clean and classy as I could make it,” he assures us. “I wanted everything to be as OEM as possible. That Class II spoiler is my favourite and most noticeable exterior modification, and I’ve added lots of little touches to make it my own – for example the headlight retrofit and M-colour pinstriping. I don’t want them to be immediately obvious, more that they’ll be picked up on by people who know what they’re looking for. This is how I feel BMW should have released the M3 from factory!”

    Of course, a healthy outlook toward increased thrust is key to a build such as this, not least because we’re talking about an M3, but also in the interest of authentically continuing the Love family line of Purple Haze tuning. Under the bonnet you’ll find the #S50B30 US, based on the M50 with that engine’s less complex head design and twostage Vanos, and lower compression than its European counterpart plus a normal throttle body rather than ITBs, making 240hp.

    However, improvements can be made to get the engine feeling a little healthier. The brawny six now enjoys an M50 manifold with an AFE intake, and Kevin’s a sucker for a Rogue Engineering exhaust – possibly, we speculate, because the back box looks a bit suggestive when viewed from behind – so you’ll find one of those under there too. It’s all been electronically tickled by RK-Tunes, with the package finished off neatly by a 3.38 LSD at the rear. Show and go in one brightly coloured and slightly frightening package – much like a ’68 Charger, really. A little more technologically advanced, perhaps, but certainly on the same page.

    It’s easy to be blasé about a car such as this, and maybe assume that it’s a chequebook build, particularly coming hot on the heels of another equally detailed project, but it’s important to bear in mind the sheer effort that Kevin’s put into this. His BMW obsession is an all-consuming force in his life; the engine work, for example, was all carried at by Kevin in his garage, along with his buddy Brandon, and he wears the results as a deserved badge of honour. And his focus on the aesthetics is well on par with his mechanical nous.

    His description of the interior work is modest, but implies so many hours of work: “The interior was in real bad shape to begin with – typical 20-year-old wear and tear. Dove seats just never look clean, and it had the usual saggy headliner and wilting doorcards. I stripped the whole interior down in order to swap over to Grau Alcantara M-Cross cloth. I also added in the Euro three-spoke wheel wrapped in new Alcantara, along with the shift and e-brake boots matched with M-stitching. It’s finished off nicely with Motorsport door seals, seat belts and OEM carbon-fibre trim pieces.” That he makes it sound like all in a day’s work tells you more about his modesty than anything else.

    “I have found parts for this car from all over the world,” he continues. “Luckily the interior was purchased from a seller in California, so shipping wasn’t as dramatic. The wheels came from Germany as well as a lot of the Motorsport items; I started with a clear idea of what I wanted to do with the build, and the only thing that really slowed me down was sourcing all the parts I wanted on the car. I made lots of contacts though, and was fortunate enough to have smooth transactions. And there are so many things I love about my car now – the body lines just work so well together, and I focused a lot on the interior as that’s where I spend most of the time. It has a calming, yet sporty feel. The reliability of the air-ride really makes a big difference too; I can go for my stance for daily driving, then turn the car into a weekend track warrior, beefing up the suspension with a push of a button!”



    Kevin has much to be proud of here. The fruits of his labours shout loudly about a man who knows whereof he speaks. There’s an inherent conflict of approach in that, on the one hand, he’s eager for it to have all of the correct parts and look just-so, and on the other hand that he doesn’t do shows and would rather just be out driving the thing… but it’s safe to say that he’s balancing the whims of the two demons effectively. While he describes his kinship with the car as being ‘a love-hate relationship’, he’s fooling no-one. This car is all about love. It’s baked right into it, a Love family tradition. And you can be sure that Kevin’s old man would be proud to see his Purple Haze legacy living on in such fine, muscular style.

    Carline CM6 wheels look stunning; DJ Auto headlights with projector retrofit are one of the many smart, subtle additions on this car.

    “I can go for my stance for daily driving, then turn the car into a weekend track warrior, beefing up the suspension with a push of a button!”


    US-spec S50 has been treated to an M50 manifold and tuned by RK Tunes.


    DATA FILE #BMW E36 M3 / #BMW-E36 / #BMW-M3-E36 / #BMW-M3

    ENGINE AND TRANSMISSION 3.0-litre straight-six #S50B30 / #S50 / #BMW-S50 / US tuned by #RKTunes , #Rogue-Engineering DMS exhaust, UUC poly engine mounts, #Mishimoto radiator with electric fan, M50 manifold, #AFE 2 intake, #ZF fivespeed gearbox, #UUC poly transmission mounts, #Autosolutions Ultra Short Shift Kit, 3.38 LSD

    CHASSIS 9x17” ET14 (front) and 10x17” ET20 (rear) polished Carline-CM6 wheels with gold hardware with 205/45 (front) and 215/45 (rear) tyres, #Neo-Chrome lugnuts, #Air-Lift-V2 / #Air-Lift digital air-ride, #BMW-Motorsport strut brace, ECS-Geomet cross-drilled and grooved discs, PBR-Axxis-Ultimate brake pads

    EXTERIOR Daytona Violet, M Power-coloured pinstriping, #DJ-Auto headlights with FX-R 3.0 projector retrofit, Lux bumper grille, foglight covers, BMW Motorsport door handles, shaved filler cap lid, GT2 (Class II) spoiler with risers, LTW spoiler tray, carbon fibre side skirt splitters, modified GT rear splitters

    INTERIOR Alcantara Grau M-Cross seats and panels, OEM carbon fibre centre console and glovebox trim, Motorsport International door sills, #BMW-Motorsport red seatbelts, Alcantara-wrapped Euro three-spoke steering wheel with Tri stitching, Alcantara gear and handbrake gaiters with Tri stitching, Alcantara armrest, E39 autodimming rear view mirror, #ZHP gear knob, #BSW speakers with subwoofer

    THANKS Big thanks to my beautiful wife Cori, for supporting me through my builds, and my great buddies Brandon and James for helping me with all the maintenance and retrofits. I call this build my Purple Haze – a tribute to my dad and his Plum Crazy purple 1968 Charger.
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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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    THE COLOUR OF MAGIC
    Colour plays a big part when it comes to any car, and this perfectly modified E46 M3 is resplendent in Atlantis blue.

    Striking in Atlantis blue, this E46 M3 delivers as complete a package as you could ever want. Words: Elizabeth de Latour /// Photos: Sunny Ryait

    Cast your mind back to cars of the ’70s (or pictures of them if, like me, you weren’t alive back then). While there did seem to be a lot of gold and brown going on, there was also a lot of colour and it seemed that both people and manufacturers were much braver when it came to the hue of their motors. And we don’t mean wild colours for wild cars, like the American muscle cars of the time; we’re talking about things like Inca orange on 02s and Taiga green on E12s. Okay, the Valencia orange 1 Series is most definitely a thing (I drive one myself) but can you imagine a green F10? It is, therefore, rather refreshing to discover cars that aren’t shy about standing out and owners that aren’t shy about owning them.

    And that leads us nicely to Nadeem Ahmed and his E46 M3. It’s Atlantis blue, we all know it’s Atlantis blue but really it’s turquoise. Tell someone you drive a turquoise car and you’ll probably meet with a reaction of raised eyebrows and a polite but slightly hesitant and questioning ‘Oh…?’ Tell a BMW enthusiast that you’ve got an Atlantis M3 and you’ll probably get a nod of the head, a lightly pursed lip of approval and a ‘Yeah, nice.’ In fact, you might be looking at Nadeem’s E46 M3 and thinking exactly that because it is very nice. And that Atlantis blue exterior is wrapped around an equally nice interior. It’s always a bit disappointing to peer into a sexy car and be greeted by a vast expanse of black leather. Fine if you like that sort of thing but it’s a bit, well, dour. But Nadeem’s E46 M3 is rocking an interior bursting with creamy goodness and it offers the perfect calming antidote to the striking exterior.

    Considering this car represents one quarter of his current BMW crop, he’s poured as much love into it as you might expect someone running one as a solo project to do. Nadeem bought his first #BMW , a ’98 318i, from a rude dealer to prove a point but despite the unfortunate circumstances, the BMW ticked all the boxes it needed to and a string of Bavarian metal followed, including this one, which was an impulse buy. As far as impulse buys go, that’s pretty impressive. “I’d always said that if I ever found a manual Atlantis blue #BMW-E46 M3 with a Champagne interior, I would buy it,” he explains. “One day I was just going through Auto Trader for no particular reason and I found it! It was only described as blue and from the pictures I was guessing it was Atlantis and that was enough for me to start a three-hour road trip which resulted in me sealing the deal!”

    Colour aside, the car wasn’t in great shape. It had resided in a village in the middle of nowhere and clearly hadn’t been looked after but the engine was sound, a big bonus and even the tiny crack in the rear subframe that was discovered during a pre purchase inspection that Nadeem insisted on wasn’t enough to put him off. “It was such a rare car with all factory options (including a rear electric sunblind) that I decided to buy the car and hoped I would get a good will repair from BMW for the subframe… which I did eventually!”

    Car purchased, he embarked on an impressively comprehensive tuning programme covering pretty much every aspect of the M3. Nadeem began with some styling modifications, fitting OEM LED rear lights, smoked front #Depo indicators and new #Bosch headlight lenses himself. Next on the list was a Meisterschaft exhaust with DTM tips and a set of BMW Performance sixpot front calipers mated to #BMW-M3-CSL discs and braided brake lines, with a set of Brembo four-pot rear calipers added later on and sprayed yellow to match the fronts. He’s had the side repeaters removed and replaced with LED indicator strips and added illuminated #BMW-M3 badges on the side vents. On the suspension front you’ll find a set of PSS9 coilovers, refurbished by Bilstein prior to being fitted, which offer plenty of adjustment for both damping and ride height.

    And the M3’s ample arches were filled with a set of rather rare rims. “I have always favoured AC Schnitzer alloys,” he explains, “but I chose the #Racing-Dynamics alloys this time because of their rarity. As I had an individual #BMW-M3-E46 in a rare colour, I also wanted it to have alloys which you would hardly see on any other car, and the staggered setup with really deep rear dishes was perfect. I purchased them from the wheel man himself, Raj of Fullhouse Customs; however, when Dips from Custom Cars was refurbing them prior to giving them to me, he found out that one alloy had a buckle in it. Raj offered me a full refund but I decided to keep them as I would never find another set (I’ve still not seen another set!). I had the wheel professionally repaired by a company in High Wycombe and I’m absolutely over the moon with them.”

    Indeed, the 19” Racing Dynamics RD2s are very rare on pretty much anything and trying to find a set is a venture that requires time, patience and money. The RD2s look great on the E46 M3, with lots more dish than you might expect from a single-piece wheel and the Dolphin grey centres are a nice touch.

    The wheels measure 9” wide up front and a beefy 11” at the rear but the E46 M3 arches were capacious enough to see Nadeem chuck a set of 15mm spacers up front and 12mm ones at the rear to bring them out and give the car a nice aggressive stance.

    We’ve already touched on the interior, so let’s go back and touch it some more. The Champagne leather was already there, and Nadeem has spiced things up with the addition of a pair of extremely sexy #Recaro-Sportster-CS seats, which add a real sense of drama to proceedings. The standard M3 seats are really good, no question about it, but you can always go one better and if you can throw in something that’s going to get some attention, then why not? “The interior was easy,” he says. “I had decided on OEM CSL seats but they are hard to come by, so I found a set of Recaro Sportster CS seats from a Lotus dealer who was closing down and had some Lotus Evora bits to offload! So I ordered up some Macht Schnell side mounts and got the seats trimmed to match the Champagne interior. I love them!” In addition to the seats there’s a full LED lighting conversion, an Intravee and Alpine system for iPod compatibility and a Storm Motorwerks titanium gear knob and matching sat nav buttons.

    After the initial flurry of mods, Nadeem handed the car over to Dips at Custom Cars to take things up a notch. The car received a full same-colour respray to get it looking fresh as the Dickens, though there were some problems, as Nadeem explains: “Dips told me that my car had every shade of Atlantis blue on the panels and we had to decide which shade to respray the car in. He eventually discovered that the Bluetooth shark fin on the roof was the only bit with the original shade and that was used to choose the respray colour shade!” A CSL bootlid was fitted with the lip blended in to expose a strip of carbon fibre. Hamann-style front foglight surrounds were also fitted and filled in for a CSL/Vorsteiner look. A #BMW-M3-CSL-E46 carbon splitter was fitted and blended in, exposing just a sliver of carbon fibre as with the boot and was joined by a set of Vorsteiner carbon skirts as well as a CSL carbon diffuser and a set of H&R anti-roll bars to further sharpen the handling plus an AC Schnitzer short-shift with #UUC-DDSR . It’s taken Nadeem two years to get to this stage and while you might think that he’s happy with where the car is at, his long list of mods he wishes he could do and the ones he’s still planning on doing say otherwise.

    “I am planning on getting Dips to fit a Champagne extended leather dashboard which I already have, some three-piece 19” Racing Dynamics RS2s with copper dishes and copper bolts (deeper dishes are currently being custom-made in the USA for these), an Evolve carbon air box with the remap and a resonated Supersprint centre pipe… and then I think I might be done!” These plans will push what is already an eye-catching and impressively modified M3 to the next level and it sounds like it’s going to be a stunning machine.

    DATA FILE

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S54B32 / #S54 , #GruppeM induction kit, #Meisterschaft exhaust with DTM tips. Six-speed manual gearbox with #AC-Schnitzer short-shift and #UUC DSSR, #Driftworks lightweight flywheel.

    CHASSIS: 8x19” (front) and 11x19” (rear) #Racing-Dynamics RD2 alloys with 225/40 (front) and 255/35 (rear) Continental tyres. #Bilstein PSS9 coilovers, #H&R antiroll bars (front and rear), #BMW-Performance six-pot front calipers with custom brackets, CSL discs, braided brake lines, Porsche Boxster four-pot #Brembo rear calipers with custom brackets, new discs, braided brake lines.

    EXTERIOR: Full respray, carbon fibre CSL bootlid with exposed carbon fibre lip blended in, CSL carbon fibre diffuser blended in, carbon fibre Vorsteiner side skirts blended in with #Phoenix yellow coloured mesh at the ends, front bumper fitted with Hamann-style foglight covers, full length CSL carbon fibre lip blended in, side repeaters deleted and replaced with LED strip indicators in side vents with custom-made illuminated M3 badges, OEM LED rear light conversion, smoke tinted windows all-round.

    INTERIOR: Front #Recaro Sportster CS seats, full LED lighting conversion, Intravee and #Alpine system, Storm Motorwerks titanium gear knob and sat nav buttons.

    THANKS: Dips at Custom Cars, Raj at Full House Customs, Kashif for all the help with the brakes, Dino and Richard aka Bikeracer for the custom caliper brackets, my wife for putting up with my modding madness and my son Yusuf for his enthusiasm and love of the M3.

    “I’d always said that if I ever found a manual Atlantis blue E46 M3 with a Champagne interior, I would buy it”
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    IRON PATRIOT

    The seriously gorgeous Henna red, S50-swapped finale to CAtuned’s tri-colour E30 triumvirate. The CAtuned E30s are among the best in the world; here’s the final of the set, the #S50-swapped Henna red example, which completes the patriotic red, white and blue trio. Words: Ben Koflach / Photos: Courtney Cutchen

    It’s amazing how some cars can just fall by the wayside. Sure, we can all fall on hard times and cars can be an easy thing to push to one side but sometimes this abandonment becomes sacrilege. Luckily, though, one man’s nuisance E30 is another man’s perfect base for a project. US tuning house, CAtuned, demonstrated this perfectly with this Henna-coloured car as it turned this classic 3 Series from a wreck into a car to be proud of.

    When we say ‘wreck’, we mean it. This #1990 325i, which was originally #Calypso red, came into CAtuned’s ownership with a snapped timing belt, an interior that was as good as gone, damaged bodywork and smashed lights. To many, it was destined for the scrapheap. Fortunately, CAtuned front man, Igor Polishchuck, thought differently… “It was bought four years ago at a donation auction,” explained Igor. “I think I overpaid at the time, purchasing it for $1200 but I wanted to get something bad to show what we can do. It needed everything: the engine was toast, the interior was a goner, and the paint was unrecognisable.” After being rolled into the CAtuned workshop, though, it would never look the same again.

    “I chose the Henna red colour because I always liked it and since BMW never made a late model E30 in that colour I figured, why not?” Igor explained. Of course, before it was packed off to the bodyshop, Igor and his team had a few of their own touches to add. The E30 was stripped to its core, and the body was restored, along with a few tweaks. The damaged parts were stripped or repaired and a central windscreen wiper mount was welded in.

    While the E30, now no more than a rolling shell, was away at the bodyshop, CAtuned purchased a crashed 1995 E36 M3 in order to utilise its S50B30 heart in the E30. The 240hp US-spec lump was completely rebuilt with all new bearings, seals and gaskets, as well as an E34 sump to make it ready for the transplant. Reliable horsepower is hard to argue with, and this E30 was built with speed in mind.

    Once the shell, now fully painted in the beautiful PPG Henna red hue you see here, was back at CAtuned, the rebuild began. The glass was refitted with all new seals and surrounds, and the team also had Euro bumpers and trims prepared for the car to get rid of the US-spec ‘diving board’ pedestrian safety items. CAtuned’s own splitter was bolted to the bottom of an iS front lip; no stone was left unturned. The original suspension was used to roll the car in and out of the bodyshop but beyond that its life was over. It was binned, with CAtuned coilovers fitted in its place. Igor worked for a number of years specifically designing and testing CAtuned’s suspension systems, and the guys have got it nailed. On this car you’ll find full coilovers all-round with separately adjustable ride height and pre-load, along with 32-stage adjustable monotube dampers. They’re perfect for on-road comfort and performance.

    While they were at it every bush was replaced with polyurethane items, with a #Z3 rack and Eibach anti-roll bars to boot. Everything was bolted back under the car along with new wheel bearings fitted, leaving just the brakes to do. For these, Igor used new OE rear calipers with ceramic pads and grooved discs. All new brake lines were run from front to rear, with the aging rubber flexi-hoses replaced by CAtuned stainless steel braided items front and rear, as well as the clutch hose. Upgrading the braking at the front end – to match the planned horsepower – was done with a CAtuned Stage 2 big brake kit. It’s yet another product that Igor and his team have formulated over the years of building E30s and other classic BMWs; it comprises 285mm grooved discs and beefy four-piston Wilwood calipers.

    The final addition to the chassis setup was, of course, the wheels. Igor had nothing but the best in mind, sourcing a set of BBS’s timeless RSs for the E30. These were finished with white centres and polished dishes, measuring 8.5x16” ET6 up front and 9.5x16” ET6 at the rear, fitted with nicely stretched BF Goodrich rubber – perfect for tucking up into those arches. As a finishing touch, Igor used Motorsport Hardware wheel studs to mount the wheels – what better way to promote your trade partners, after all?

    With the chassis work done and the exterior well on the way, the CAtuned crew began work on getting that freshly rebuilt S50 mounted up. It was treated to a Fidanza lightweight flywheel and a new OE clutch before being reunited with its partnering #ZF five-speed gearbox and bolted into the little E30 using polyurethane swap mounts. The final step, ensuring that the S50 power could get down to the ground effectively, was a 3.25 final drive LSD, modified to have an aggressive 60% lock.

    Of course, getting the engine bolted in was only half the story – there was a little more work to do before it would run. The front half of the exhaust system was left factory, with the rear half swapped for a custom stainless steel system with a Magnaflow muffler to keep things civilised. Next up: cooling. As a distributor for Mishimoto’s range of alloy cooling products, it was only natural that a Mishimoto radiator ended up in the car, plumbed-in with Rogue Engineering silicone hoses.

    The occupants can be kept cool, too, which is vital in the California heat; the CAtuned guys retained the S50’s air conditioning pump and made custom lines to get it plumbed-in and fully functional. A Walbro 225lph fuel pump feeds the S50 with juice through all-new fuel lines, while the CAtuned guys got everything neatly wired in. Until recently the S50 was supercharged, using a VF Engineering system to deliver a hefty 350hp hit.

    However, this has been removed for the time being and even a normally aspirated S50 in a lightweight E30 is still pretty potent. There was talk of going turbo with the car but for now a Castro intake does a fine job of getting fresh air into the lump. Igor estimates that it’s making about 250hp. With the running gear sorted, CAtuned just needed to finish the interior in order to complete the project. Fortunately CAtuned is an expert in doing interiors. A full black leather rear half was sourced, with Monaco reclining front buckets and red BMW Motorsport seat belts. A suede-rimmed M Tech 2 steering wheel, custom Bavarian Restorations dash cluster and genuine BMW floormats finish it off nicely.

    The sound system was given a boost, too. The entire interior has been treated to Fat Mat sound insulation, with a German Car Audio boot box housing an Infinity amp and sub, all custom wired in.

    CAtuned’s third and final E30 demonstrates a different take on the classic 3 Series to the ‘Miss blue’ and Alpine white M Tech 1 cars that you’ll have seen previously in the magazine. An updated powerplant and a thorough chassis upgrade give it some serious performance yet it retains all the classic cool of the late model E30 that it started out life as. This E30 hasn’t just been rescued from the scrapheap – it’s been completely reborn as an entirely new creation.

    Three-piece RSs have been finished with polished lips and white centres; Motorsport door handles add the finishing touch.

    DATA FILE #1990 #BMW-325i-E30 / #BMW-325i / #BMW-325i-CAtuned-E30 / #BMW-E30-CAtuned / #BMW-E30

    ENGINE & TRANSMISSION: 3.0-litre straight-six #S50B30 / #S50 (fully rebuilt), #Castro-Motorsport intake, original #BMW exhaust manifold and catalytic converters, custom rear exhaust system with #Magnaflow muffler, #Walbro 255lph fuel pump, #Mishimoto alloy radiator with #Rogue-Engineering coolant hoses, #Spal electric fan, custom A/C lines, #Fidanza lightweight flywheel, polyurethane engine mounts, five-speed manual gearbox, #UUC short shifter and dual-shear selector rod, polyurethane transmission mounts, 3.25 final drive ratio LSD with 60% lock.

    CHASSIS: 8.5x16” (front) and 9.5x16” (rear) #BBS-RS three-piece splits with 205/45 (front) and 225/45 (rear) #BF-Goodrich tyres, #Motorsport-Hardware wheel studs and nuts, Z3 steering rack, #CAtuned Motorsport steering coupling, CAtuned full coilover conversion, #Eibach antiroll bars, reinforced trailing arms, CAtuned front big brake kit (consisting of #Wilwood calipers and 285mm slotted discs), slotted rear discs, ceramic rear pads, all new brake lines and CAtuned braided hoses.

    EXTERIOR: Fully restored and repainted in #PPG-Henna red (originally Calypso red), Euro bumper conversion, single wiper conversion, iS front lip and sideskirts, CAtuned splitter, glass sunroof, all new locks, yellowed Euro ‘smiley’ headlights.

    INTERIOR: Suede headlining, M Tech 2 steering wheel, Husco armrest, E46 ZHP gear knob, #BMW-Motorsport red seatbelts, custom stereo panel, German Car Audio rear sub box and amp box with all independent wiring, Fat Mat sound insulation throughout, #Bavarian-Restorations dash cluster, fully functional air conditioning.

    Interior has been treated to suede headlining, an M Tech 2 steering wheel and a pair of Monaco reclining front bucket seats.
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