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    M5 E60 at rock bottom / #BMW-M5 / #BMW-M5-E60 / #BMW-E60 / #BMW-5-Series / #BMW-5-Series-E60 / #BMW
    COST NEW £66k
    VALUE NOW £15k

    Bet you didn’t you know you can buy a #V10 #BMW-M5 for less than £20k. BMW’s 2005 to 2010 E60 500bhp super saloon has hit the bottom of its depreciation curve and I think it’s headed for future greatness. Brutally unhinged, the fourth-generation M5 is the fastest and most refined of them all and good for an unlimited 204mph – plus 0-124mph takes 15 seconds and 60mph comes up in just 4.5.

    But the V10’s future stature isn’t just about numbers. Not having electronic power steering or BMW’s horrid hard-riding run-flat tyres means this M5 has incredible handling poise and near-perfect controllability. The torque doesn’t arrive in wild lumps like the previous V8 but comes in a precise and manageable flow. Running on Continental Sport tyres the grip is huge, allowing minute steering corrections with balletic precision. This is one of the best drift cars ever.

    Sports and Prestige in Bath has a 2005 in blue with 61k and FBMWSH for £15,995 while Boss Motors in Birmingham has a 50k 2008 in red, also with full history, for £19,950. And let’s not forget there will never be another V10 M5 – the current legislative climate in Europe will never allow such defiant excess – so the E60 is an end-of-an-era BMW, the pinnacle of every M Series model that came before. It has the world’s most powerful automotive ECU, three-stage electronic damping, seven-speed SMG ‘box, launch control, 11 different transmission settings and even a stainless steel exhaust. And that V10 is simply glorious. Start it up and the ECU limits the engine to 400bhp, but hit the M power button, boot the throttle and the floodgates open, letting an extra 100 horses thunder through the drivetrain.

    The auto-only #SMG gearbox (only the US got a manual option) isn’t as quick-witted as Audi’s DSG but shift by paddles and the changes are fast enough. The encyclopedia of steering, suspension and gearbox toys available gives a level of refinement control that you’ll never experience in any other car. Compared to the £70-100k you’d now need to buy a low-mileage first generation M5 the E60 is incredible value. This is the classic case (if you’ll pardon the pun) that older doesn’t always mean better. The E60 is the M5 to have. It’s the world’s only V10 200mph saloon that’s now available for the price of a new Fiesta 1.0-litre. Just don’t leave it too long before deciding to buy one.
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    CAR Audi R8 Spyder V10 END OF TERM

    / #Audi-R8-Spyder / #Audi-R8-Spyder-V10-Plus / #Audi / #Audi-R8-Mk2 / #Audi-R8-Spyder-Mk2 / #Audi-R8

    It’s farewell to our drop-top supercar – and its magnificent #V10 . But will we miss having an R8 as a daily driver?

    Knocking about in a drop-top supercar for half a year is likely to sit pretty high up on any petrolhead’s bucket-list. Running an R8 Spyder was, of course, a brilliant experience – one I may never be lucky enough to repeat. And with the Spyder’s £129,990 base price taken up to £167,740 by options such as carbonceramic brakes (£7700), the gloss carbon exterior styling pack (£4900) and the Sport Plus Pack (bringing Audi’s three-mode magnetic adaptive dampers, Dynamic Steering and a sports exhaust, for £3500), this R8 really was deep into supercar territory. But before I get into the many reasons why it was such fun, there are a few (decidedly first-world) irritations I want to air.

    My first complaint relates to the attention a car like the Spyder gets out on the road. Mostly the waves and the thumbs-ups and the friendly comments are all quite fun, but what I could have done without was the steady stream of morons who were determined to lure me into a street-race on motorways and dual carriageways. I’m no saint, and there will be drivers out there who’ll have vivid memories of a bright red projectile firing off into the distance, but mostly I just let them go.

    You could spot these bargain-bin Brian O’Conners a mile off. They’d approach at speed, then suddenly stand on the brakes when they clocked the R8’s extra-wide rump. They’d sit behind for a little while, too close for comfort, before pulling alongside. I never looked over to make eye contact, instead fixing my stare on the road ahead. From here they might circulate the car once or twice, or sit in front of it, or even flash their lights to try to get my attention. After a short while, once they’d realised there was no sport to be had, they’d disappear, probably to recount to their mates the time they roasted an R8 on the A43.

    Then there was the fact that a car such as this one stands out wherever it’s parked. I was always nervous about leaving it out on the street overnight (living in a city, I had no other choice), a concern that was realised one morning when I found the driver’s window had been smashed. Unless you happen to have secure parking wherever you go, I suspect that underlying nervousness is, sadly, part of the supercar ownership experience.

    There were a few annoyances relating specifically to the R8, too, notably the fixed-back bucket seats (a £3000 option), which I’ve written about far too often already, and the width of the thing, which made certain car parks hell to navigate. It also needed a quiet-start function, as my poor neighbours will attest. Does this all sound a bit moany?

    Perhaps it does. Regardless, in just about every other sense, running the Spyder was utterly brilliant.

    How could it not be? I always smiled to myself when I caught a glimpse of it. I made a point of dropping the little window behind the seats on every single journey, no matter how tedious, and stretching the magnificent engine all the way around to the 8500rpm red line, with the exhaust in sport mode, just to let the V10 howl flood into the cabin. There’s no better way to start the day. Or finish it, for that matter. I suggested when the car arrived that this exercise would be more a case of living with a whacking great V10 engine than running a particular car, and it’s certainly true that the motor dominated the entire R8 experience.

    Once the weather improved, sometime in March, I could actually use the car as its maker intended by getting the roof down. I found that quite a calming experience. I wouldn’t drive the car particularly hard with the hood lowered, but instead would stroke it along and enjoy the sounds and the smells and the fresh air. It isn’t often you can use 533 wild horses to their full potential on the road, so having something to enjoy about the R8 at moderate speeds was a massive boon.

    The car averaged around 23mpg, with high-20s just about achievable on a long, steady run. It didn’t need a service during its time with us, but it did need a fresh set of Pirelli P Zeros (just over £1000 fitted) soon before it went back to Audi. Smashed window aside, the R8 didn’t once let me down in any way – which, of course, is how it should be.

    One final thought. Having run a bona fide supercar as my everyday car, I’m not certain I’d be in a hurry to do it again. Not because the R8 was in any way taxing – given its massive performance and handling ability, it was actually very easy to use – but because I wouldn’t want to normalise what is actually a very special thing. I think I’d keep the supercar for weekends and driving holidays. After all, eating steak every night would soon wear thin.

    Date acquired November #2016
    Duration of test 6 months
    Total test mileage 9667
    Overall mpg 22.8
    Costs £1048 four tyres
    Purchase price £167,740
    Value today £120,000-135,000

    Left: Prosser took the R8 to north Wales for a farewell drive. Where better to enjoy that mighty, 533bhp V10 one last time?

    ‘There will be drivers out there who’ll have vivid memories of a bright red projectile firing off into the distance’
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    Pushing the limits

    Fancy a little extra from your 5.2 V10? ABT may have the answer, with their stunning Gen 2 R8… R8 V10 ABT’s Geneva show stopper. Words Davy Lewis. Photography ABT.

    The gen 2 R8 is, quite simply, one of the finest cars on the road today. I’ve been fortunate to drive a few of them and each time it’s been a thrilling experience.

    However, like many people, I’m not in a position to own one of Audi’s super cars right now. But that doesn’t mean I’m not hungry to find out more. The R8 is something to aspire to – a life goal perhaps. If you’ve made it, then you can afford one, and if that’s the case you may well want something a little extra on top. A little extra on top is what ABT Sportsline do very well indeed. The German tuning specialists have been doing it for many, many years and know what’s what when it comes to high-end upgrades.

    So what do we have here, then?

    Well, it’s part of the quartet of power launched at Geneva and perhaps the most desirable of the lot. The base car is an R8 Plus, which means it’s already a bit of a weapon. The mighty 5.2 V10 kicks out a rather brutal 610hp and makes the kind of sound that could raise the dead. A wrung out V10 is one of the finest things you’ll ever hear – especially if you’re lucky enough to be piloting it. Add to this advanced chassis dynamics, cutting edge design, carbon ceramic brakes and an interior that oozes class and you’ve got one heck of a package. But there’s always room to squeeze a bit more out…

    The first thing that hits you with the ABT R8 is the colour. It’s finished in satin red, which on paper sounds at best average, but in the metal looks superb. Without a glossy paint grabbing all the attention, your eyes are free to take in the curves and angles of the R8’s bodywork. But there’s more…

    The front and rear bumpers have been subtly redesigned. Not that they were lacking in visual appeal to begin with, but the ABT treatment has given the R8 an even more snarling, almost racecar look. They’re more angular, stand out further and do a grant job of setting this car apart from the rest.

    “With an extra 20hp, the R8 now kicks out 630hp”

    ABT are masters at carbon fibre artistry and have given the R8’s muscular shape some extra definition. Up front there’s a neat carbon lip that adds some aggression and brings the nose closer to the black stuff. There’s also a very tough looking carbon blade added to the bumper.

    Add to this a gloss black grille, complete with ABT badge and black Audi rings, and the front is on point. Moving to the side, you’ll find some carbon side blades, which are what you’d expect on something like this. But look closer and you’ll see more carbon – this time behind the front wheels and continued with neat carbon spats at each corner of the skirts, front and rear. The carbon-fest continues with the mirror covers and the rear quarter panels, then as you move to the rear (arguably the best feature), you take in the deeply sculpted diffuser and rear wing. The OEM twin tailpipes have been replaced with a quad-pipe setup, which looks bang on the money – and helps to unleash the full potential of that spine tingling V10.

    The breathtaking exterior is completed with a set of ABT’s new wheels, which are diamond cut and feature slender spokes and a nice inner dish. In 20in finished in matte black, these lightweight, forged rims really do look the part on this red supercar.

    Inside, things are equally, if not even more impressive. Every surface has been covered in Alcantara or carbon fibre, with contrasting red details. Again a stock R8 plus is no poverty spec cabin, but this thing is on another level.

    So there we have it. Like many cars we feature this may not be the most modified, but it’s a well considered package that all works well together – in an OEM like way. Exotic machinery like this may out of reach for many, but there’s nothing wrong with dreaming…

    “The exhaust helps unleash the full potential of that spine tingling V10”

    Right: 20in forged rims and carbon ceramics.
    Above: Interior is awash with Alcantara and carbon.
    Top: The rear end screams aggression.

    TECHNICAL DATA FILE/SPECIFICATION #2017 / #Audi-R8-Plus / #Audi-R8-Plus-ABT / #Audi-R8-V10 / #Audi / #Audi-R8 / #Audi-R8-V10-Plus / #Audi-R8-Mk2 / #Audi-R8-Mk2-ABT / #Audi-R8-ABT / #ABT

    Engine 5.2 #V10 #Audi-V10 , #ABT custom software, #ABT-exhaust-system with quad tailpipes
    Transmission 8-speed #S-tronic
    Brakes Carbon ceramic
    Suspension ABT sports setup
    Wheels ABT forged 20in in matte black
    Interior Full re-trim in Alcantara with red details and carbon fibre pieces, including steering wheel, dash and headlining
    Exterior ABT front and rear bumpers featuring more aggressive intakes, carbon side blades, carbon sideskirt ends, carbon front arch pieces, carbon rear quarters, carbon rear wing, carbon rear diffuser, carbon mirrors, black grille with ABT badge, black Audi rings, painted Exclusive satin red

    Contacts Richter Sport www.richtersport.co.uk ABT / www.abt-sportsline.de
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    MARK R’S E61 M5 TOURING / #BMW-E61 / #BMW-M5 / #BMW-M5-Touring / #BMW-M5-Touring-E61 / #BMW-M5-E61 / #V10 / #BMW / #BMW-5-Series / #BMW-5-Series-E61 / #BMW-5-Series-Touring / #BMW-5-Series-Touring-E61 / #BMW-5-Series-M5 / #BMW-5-Series-M5-E61 / #S85B50 / #S85 / #BMW-S85 / #BMW

    Winter is a pretty bleak time for petrolheads in Britain. It’s not like other countries where you’re blessed with actual snow and frozen lakes to drift – you get rain, a bit more rain, and if you’re really lucky some of that extra-cold rain.

    The one saving grace with this is the time it gives you to embark on a proper winter makeover for 2017. But I’m not talking about super-glossy paintwork or stanced wheels for the M5, but instead some good ol’ fashioned track day prep! My E61 M5 Touring is – and always will be – a road car, but that doesn’t mean it can’t be prepped for track use without having a negative effect on its road-going abilities. Unfortunately I’m mechanically inept when it comes to working on a car, so I entrusted the team at Regal Autosport in Southampton to ensure the M5 was ready for a summer of abuse. From supercharging Audi R8s to tuning 750hp Porsche Turbos, Regal Autosport are definitely no strangers when it comes to prepping rare, highly-strung cars for road and track use. Put simply, if a £150,000 supercar is in safe hands here, the M5 Touring definitely hasn’t got anything to worry about.

    After chatting with Ash at Regal we put together a plan for the M5’s track prep, starting with installation of the AP Racing brake kit I picked up earlier in the year. This is probably the most comprehensive kit available for the E60/E61 M5 if you’re intending to hit the track, an absolute must given how disappointing (and short-lived) the OE brakes are the circuit. With the M5 Touring weighing just under two tonnes, the AP Racing kit comprises six-piston calipers matched with 378x36mm two-piece discs up front, and fourpiston calipers with 366x26mm two-piece discs on the rear. Serious brakes for a serious car while remaining totally compliant on the road.

    Next on the list was tyres, and there was only one model I had in mind for the M5 – Michelin Pilot Super Sports. A firm favourite within the M performance world (and fitted as standard to newer models including the M3), I opted for the OE M5 sizes which come in at 255/40 19 and 275/35 19. Pilot Super Sports remain one of the best-handling tyres for road and track use as well as being rated to over 188mph. Looks like that 166mph limiter will need removing next…

    Brakes fitted, rubber mounted and an oil/filter change later, it was ready for one of the most important parts of track prep – proper alignment and setup. Often overlooked, a proper laser alignment and fast road setup will more often than not yield greater performance gains than any fancy bolt-on mod. You can’t just fit performance parts and expect ‘em to transform your car without being setup properly first.

    Camber, toe-in and castor now adjusted, the M5 was aligned for a conservative fast-road setup to provide a good base on the track. With additional camber and toe adjustability available if necessary, the M5 already feels completely transformed prior to being aligned with far less understeer and improved turn-in. Perfect. The real test will come when it hits the track next month – who’s betting we’ll have some rain…?

    THANKS AND CONTACT
    Regal Autosport 02380 558636 www.regalautosport.com
    Michelin Tyres 0845 3661590 www.michelin.co.uk
    Wheel Alignment Centre 02380 332906 www.wheelalignmentcentre.co.uk
    AP Racing 024 7663 9595 www.apracing.com

    Stock M5 brakes not up to the job on track.

    Monster AP Racing brakes now fitted all-round.
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    MARK RICCIONI’S E61 M5 TOURING

    / #BMW-E61 / #BMW-M5 / #BMW-M5-Touring / #BMW-M5-Touring-E61 / #BMW-M5-E61 / V10 / #BMW / #BMW-5-Series / #BMW-5-Series-E61 / #BMW-5-Series-Touring / #BMW-5-Series-Touring-E61 / #BMW-5-Series-M5 / #BMW-5-Series-M5-E61 / #S85B50 / #S85 / #BMW-S85 / BMW


    Manufacturers often strive for perfection. From the power delivery right through to the aerodynamics, the modern car is becoming freakishly perfect for the modern driver – a fact helped in part by stricter emissions combined with improved technologies. It’s safe to say BMW wasn’t striving for perfection when it built the M5 Touring. Its fuel tank is too small, the gearbox feels as smooth as root canal surgery and the engine burns oil so fast it’ll need a full oil change every 6000 miles or so. The on-board computer is way too complicated. The brakes give up after a few laps on track and the engine lacks any real grunt below 5000rpm.

    It’s the polar opposite of modern motoring, but you know what? That’s really not a bad thing. Because it’s those imperfections – those quirks, which at times become annoyances – which give a car character and charm. If there’s one thing the M5 Touring doesn’t lack, it’s charm. Who in their right mind thought it’d be a good idea to wedge a 507hp, naturally aspirated #V10 into a car that usually ends up doing the motorway commute? It’s not just the horsepower that makes this a terrible, brilliant idea but it’s the type of engine. High-revving V10s have almost always been exclusive to the world of racing and supercars, but not cars available in a Touring platform. It’s not some cross-platform shared engine, either. The S85 lump is exclusive to the E6x M5/M6 platform – never used before and never used again.

    I made the jump into M5 ownership back in March 2015, and truth be told I had no idea what I was getting myself into... Probably a good thing in hindsight. It’s a car that’s all about its engine, but just jumping in and planting your foot will most likely leave you feeling underwhelmed.

    It takes time to get to grips with. There’s a particular way – a specific set of modes – where the M5 works best. Stray from any of these and it’ll punish you, usually with crippling understeer, kangaroo gear changes or simply lack of low-down power. Truth be told, had I known all of this prior to ownership I probably wouldn’t have bothered. I like a car to be simple, one mode (preferably fast) and that’s it. But I’m glad I didn’t, as it’s undoubtedly my favourite car I’ve ever owned and my first foray into BMW ownership. Two years in and I’m ready to start a new chapter with the M5 Touring. Not selling it – absolutely no chance of that happening – but rather tweaking it with an array of carefully selected modifications that’ll further improve the ownership and experience rather than hinder it. In my mind I’m imagining an almost Clubsport-spec Estate, if that could ever be considered a thing, or should I say CSL edition. Brakes, exhaust, suspension and tyres are pretty high on my list – I don’t want to take it too far into the realm of being too specific or track-focused, after all the ability to actually throw the dog in the back and drive it everyday is what I love about it. But a few modifications wouldn’t hurt... Right? See more pictures of the build over at @mark_scenemedia on Instagram.
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    Forecourt find #BMW-M6 / #BMW-M6-Coupé-V10 (E63) (2005-2010)

    / #BMW-M6-Coupé / #BMW-M6-Coupé-E63 / #BMW-M6-E63 / #2006 / #BMW / #BMW-E63 / #V10 / #BMW-V10 / #BMW-6-Series / #BMW-6-Series-E63 / #BMW-6-Series-M6 / #BMW-6-Series-M6-E63

    With the current F13 model now firmly established in the UK second-hand market, values of the previous E63 V10 incarnation continue to fall – marking this generation of M6 out as a seriously good used buy. Something like this £18,995 65k-mile black Sapphire Metallic example, advertised at Birmingham specialist The Barclay Motor Company, would make an ideal buy. This particular car comes with a carbon roof, heads up-display, an eight-inch TV, Bluetooth telephone prep, black Merino leather upholstery, and 19-inch alloys. And with 507hp, a 4.6-second 0-62mph time and that exclusive V10 soundtrack, every journey will put a smile on your face.
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    / #2017 / #Lamborghini-Huracan-RWD-Spyder / #Lamborghini-Huracan-RWD / #Lamborghini-Huracán / #Lamborghini /

    As night follows day, so a rear wheel-drive #Lamborghini-Huracan-Spyder follows in the tyre tracks of the rear-drive Huracán coupe launched in 2016.

    It’s called simply Huracán #RWD Spyder (Lamborghini is abandoning its traditional ‘LP’ nomenclature across its range) and as with the coupe, the Spyder features new front and rear bumpers to distinguish it from its all-wheel-drive counterpart. The 5.2-litre #V10 remains untouched (so 572bhp and 397lb ft – 30bhp and 16lb ft less than the four-wheel-drive models) and drives through a seven-speed dual-clutch transmission.

    With a 1509kg dry weight – a 120kg increase over the coupe – the Spyder will sprint to 62mph in 3.6sec (two-tenths slower than the coupe) before topping out at 199mph. The RWD Spyder goes on sale in January 2017, priced at around £170,000.
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    EXCESSIVE FORCE

    Utterly insane twin-supercharged V10 1 Series will rock your world

    Twin-supercharged V10 1 Series

    Does a 1 Series need a V10? No. Does it also need twin supercharges? No. This 1 Series has both those things. Deal with it. Words: Elizabeth de Latour. Photos: Speedyshots.

    We’ve had some pretty wild 1 Series feature cars in #PBMW over the past 12 months but we figured we’d save the best for last and go out with a bang, this being the final issue of 2016 and all. And bangs don’t come much bigger than a twin-supercharged V10 1 Series. Merry Christmas everybody. In south eastern Germany, a couple of hours drive out of Munich, lies the small town of Geiselhöring. There’s a railway station, timber yard, a pizzeria, and a supermarket; it takes a few minutes to drive from one end of town through to the other and out into the German countryside. It’s a pretty town with some lovely old architecture and you might catch a glimpse of it through your car window as you drive through Geiselhöring on your way to somewhere else. But this unassuming German town has a secret. I know this because, years ago, I travelled there for a festival of E30 M3s and discovered the secret for myself.

    Once upon a time, many, many years ago, a man named Karl Jungmayer, a man with passion for cars, for racing and especially for BMWs, established a #BMW garage which quickly gained a reputation for excellent service and superior BMW know-how. In time his son, Karl Junior, joined the family business and then his son, also named Karl, followed in the footsteps of both his father and grandfather and became part of the family’s rich BMW history and tradition. For a time, all three generations of Jungmayers, three men named Karl, were able to enjoy their love for BMW together, with Karl Sr. having amassed a spectacular collection of classic BMWs over the years and Karl Jr. adding to it with a burgeoning collection of his own. Sadly, time did what it does and Karl Sr. passed away a few years ago and, tragically, earlier in 2016, Karl Jr. lost his father after a long battle with illness. At 25 he is now the owner of his own workshop, a huge responsibility at a young age, but he also just so happens to be a BMW Master Technician. One glance at the cars he’s built for himself tells you this is a man who not only lives and breaths BMW but who also has the serious technical expertise to build a car as spectacular and utterly unhinged as this 1 Series.

    “I had a plan,” says Karl as we try to work out in what universe building this car seemed like a reasonable thing to do. “I wanted to take the smallest car from BMW, the 1 Series, and fit it with the biggest engine, the legendary S85 V10.” Simple. That would really be enough for most people, and we could wrap up the feature right about here, but for Karl that was just the tip of a very large V10-powered iceberg. “We made this little monster,” he says, gesturing at the five-door E87 1 Series that was chosen for the transplant, “but with 507hp it was not enough.” Sorry, we have to just pause there for a moment. 507hp really is enough. It was enough in the E60 M5. It was enough in the E63 M6. And it would have most definitely been enough in a small, light 1 Series hatchback. But we’re clearly in the wrong, here. So, if 507hp isn’t enough, what do you do about it? “When I saw the #G-Power-Bi-Kompressor kit I knew I needed it,” grins Karl. Yeah, that’ll do it. What you have to realise is that we’ve skipped over the six months’ worth of weekends that it took to fit the V10 into what started life as a 120d, with an absolutely vast amount of work required to make it fit. All that work was carried out under Karl’s company, #KJ-Performance . Karl says that the steering, sump, exhaust manifolds and drive belts all had to be modified, along with a lot more besides. Be under no illusion that this was anything less than a Herculean engineering task. You have to take our word for it that there’s even a V10 in the engine bay because you can’t actually see it. Bonnet off, it’s all about the superchargers. Supercharges. Two superchargers. They’re not small, either; a pair of ASA T1-313s, each one measuring over 20cm in diameter and weighing 5.5kg, each one rated up to 420hp. These are serious pieces of kit and they dominate the engine bay. And then there’s the massive chargecooler setup mounted on top of the engine and the stuff you can’t see, like the uprated injectors and completely custom exhaust system. And, of course, you can’t fit an S85 V10 with just any old gearbox, the two choices being the ZF Type G six-speed manual, as available in the US and Canada, or the seven-speed SMG III. Here Karl has opted for the latter, with SMG not only being better suited to the S85 but it’s also a far more impressive technical achievement to see this transmission mounted in a 1 Series.

    Strapping two superchargers to a V10 and then stuffing it all under the bonnet of a 1 Series is all well and good but what you’ve got now is a 120d with hundreds of horsepower that it was never designed to deal with in the first place. You need to get your chassis and transmission well and truly sorted or you’re going to have a pretty bad time. So, what did Karl do? Well you may or may not have noticed that the front and rear arches of this 1 Series are ever so slightly wider than on an ordinary 120d, 1cm at the front and 2.5cm at the rear, and that’s because the car’s been fitted with the front and rear axles from an E92 M3, brakes, suspension, the lot, along with an uprated front anti-roll bar, which means this 1 Series now has a fighting chance when trying to cope with the vast amounts of power and torque being churned out by the engine.

    Of course, building a monstrously powerful 1 Series doesn’t have to be all business and ensuring that a car like this looks as good as it goes is just as important as what’s under the bonnet. Karl’s definitely kept things subtle on the styling front, hinting that there’s something going on beneath the surface of this 1 Series but without shouting about what it’s capable of.

    The more aggressive front bumper is from an E82 135i Coupé, enhanced with the addition of a carbon fibre splitter. At the rear the roof spoiler comes from BMW’s aero kit and the single tailpipe definitely isn’t giving the game away. The only exterior modifications that let you know that this 1 Series is not to be messed with are the V10 badges beneath the side repeaters and the holes in the bonnet which have been covered with mesh and which sit right above each of the superchargers, helping to keep them cool. The wheels are #BBS-CH -Rs, 8x19” up front and 9.5x19” at the rear, and they look really good on the 1 Series, both in terms of style and size.

    The interior hasn’t been forgotten about and there’s plenty to get excited about here. Clearly not content with fitting M3 axles, Karl decided to fit the front seats from an E90 M3, along with a DCT steering wheel, the paddles ready to be integrated with the SMG gearbox. The SMG gear selector looks like it could have been factory-fitted while the iDrive now allows Karl to configure the SMG’s shift programme and the engine’s power mode, while the instruments are a custom combination of 120d and E92 M3 elements, with the gear selection displayed in the middle of the cluster.

    This 1 Series is an absolute masterpiece of engineering and an incredible achievement. The engine swap alone is mind-boggling and that’s before you factor in the superchargers and making it all work, and the SMG, and the M3 underpinnings. It’s a mesmerising machine and one that delivers on every level. No aspect of the car has been overlooked; it’s a performance #BMW through and through. Of course, it comes as no surprise to learn that a man who deemed a 507hp V10 to be insufficient for his 1 Series project is still not satisfied. “We need a new exhaust system for more power and we need more boost,” he says. Seriously!

    Engine bay is dominated by the twin chargecoolers, with the V10 somewhere beneath them, and those massive twin superchargers.

    DATA FILE #Twin-supercharged-V10 / #BMW-E87 / #BMW-1-Series / #BMW-1-Series-E87 / #BMW / #BMW-1-Series-V10 / #BMW-E87-V10 / #G-Power / #SMG / #BBS

    ENGINE AND TRANSMISSION 5.0-litre #V10 #S85B50 / #S85 / #BMW-S85 , modified steering, sump, exhaust manifolds, drive belts, #G-Power-SK-III-RS-Bi-Kompressor kit with twin #ASA-T1-313 superchargers and twin chargecoolers, M550d intercooler, uprated injectors, custom exhaust system with single tailpipe, seven-speed #SMG-III gearbox

    POWER 750hp, 530lb ft of torque

    CHASSIS 8x19” ET40 (front) and 9.5x19” ET35 (rear) #BBS-CH-R wheels with 225/35 (front) and 255/30 (rear) Continental ContiSportContact 5P tyres, complete axles with brakes and suspension from E92 M3 (front and rear), uprated front anti-roll bar

    EXTERIOR E82 #BMW-135i / front bumper, carbon front splitter, custom vented bonnet with mesh inserts, BMW aero kit rear spoiler, arches widened by 1cm (front) and 2.5cm (rear)

    INTERIOR E90 M3 front seats and DCT steering wheel, SMG gear selector, custom instrument cluster

    “I wanted to take the smallest car from BMW and fit it with the largest engine”

    Dash is a mix of 120d and E92 M3, while iDrive display allows configuration of engine and transmission

    “We made this little monster…but 507hp was not enough”
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    We lose the plot with this insane twin-supercharged V10 BMW-1-Series !

    / #S85 / #V10 / #BMW-S85 / #BMW / #BMW-E82 / #BMW-1-Series-E82 / #BMW-E82-V10 / #BMW-1-Series-V10
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