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    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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    The #BMW-Z3M Coupé has a lot of charm; with a turbocharger and 550whp this example is one sexy Breadvan. The big-bottomed #BMW-Z3 M Coupé is something of a cult classic and while it’s not universally loved, with a turbo under the bonnet it’s hard to hate… Words: Elizabeth de Latour. Photos: Darren Maybury. #BMW-E36/7

    At 22 I was driving 1.0-litre Citroen Saxo; at 22 Andrei Spirin is driving a turbocharged Z3 M Coupé, so it’s safe to say that he’s doing okay for himself. And that’s good news for the BMW world because he’s built himself a pretty tasty #Z3 M Coupé. In the UK we call it the bread van; in the States it’s the clown shoe. Whatever you call it, it’s fair to say that the Z3 Coupé was a bit of an oddball and even the M Coupé, the only version we received in the UK, didn’t exactly meet with universal praise. There was something about it, though, something about its ungainliness and bulbous rear that attracted a number of people and today it’s accepted as a bit of a cult classic.

    It’s funny how the Z4 M Coupé tried to bring back that bootylicious body but was just a bit too conventional-looking really and then Ferrari went and brought out the FF, which is a scaled-up M Coupé if ever we saw one. And speaking of seeing one, when’s the last time you did? We can’t recall but it was definitely a while ago; this car is not a common sight in the wild.

    So cult classic; potentially a bit of an investment; rare to boot – it’s all about keeping them standard, surely? Well, skyrocketing values never stopped anyone from modifying their E30 M3 and it’s pleasing to see someone like Andrei going all out on their M Coupé. He’s most definitely not been shy with this car.

    Growing up, Andrei’s middle brother Gennady first got him into cars. Then his brother’s roommate at college, Pete, introduced him to BMWs via an S52- swapped E30 M3, which has the same engine that powers this Z3, as it happens. Pete showed Andrei the world of meets and street racing and taught him a lot about BMWs. Andrei actually now works for Pete at his company, Offcamber Motorsport, doing everything from fitting superchargers to building engines, hands-on skills that come in more than a bit handy when it comes to, say, modifying your BMW…

    “My first car was also my first BMW,” says Andrei when we delve into this motoring past. “It was an E39 M5 and I learned the hard way why you should never to buy a 2000 M5 as it was an early model and constantly had issues. It was a nightmare to own but I had some amazing times in it. I also knew how to take the whole top side of the engine off blindfolded because I did it so many times. I was a typical teenager at the time. I inherited $10k from my grandma who passed away. I wanted to get an E36 M3 but at the time I only had my permit, which meant my dad was always driving with me. My dad looks like Santa Claus so he would have looked a bit odd in an M3, so we decided to get a E39 M5 instead so that he would not look too out of place. We went to go look at one which was beautiful and cheap. It had a Supersprint exhaust which was the selling point for me. It was really fast, too. The M5 was the first car I modified. I didn’t go too crazy on the mods because I was spending most of my money fixing it but my favourite mod was the electronic exhaust cut-out valve I fitted before the silencers. I mounted the switch by the sunroof button so it felt like a fighter jet when I engaged it.”

    After owning an E39 M5 as a first car, the only logical progression for car number two was… another E39 M5, obviously! But when that was written off after someone ran a red light and drove into it, Andrei knew that the M Coupé was what he wanted: “After the accident I started looking around and found this Imola red one in February 2011. It was two hours away and had been on sale for a while. It had 58,000 miles on it and some very tasteful suspension mods carried out, which was the main selling point for me.” Despite being a pretty rapid machine, after owning two slabs of German muscle the M Coupé didn’t impress Andrei in terms of performance front although when he hit the twisties he quickly realised just how capable it was on the handling front. Of course, working at Offcamber Motorsports and with a taste for modified metal, the M Coupé was never going to stay (relatively) stock for long and having planned to turbocharge his ex-M5, it made sense to transfer those plans across to the Z3.

    “My whole turbo setup came about after a deal that I made with my friends,” Andrei explains. “When my M5 got totalled, the drivetrain was fine and I still had an immaculate interior. My buddy, Jon Valia, who had his car featured in this magazine a couple of years ago (a turbo S38 E30 M3) had an M5 shell that he got from one of his buddies which needed a motor and interior. So we came to a deal where I would give him those items and he would build me a turbo setup for my car. The whole first part of my build was done by him; we took the motor out at his house and he started fabbing the downpipe while Pete helped do the head gasket and head studs on the motor. After a month into the build Jon had to bail because his wife had a baby and didn’t have enough time to work on the car and I felt bad about always bugging him. So we took the car to Pete shop’s and finished it at Offcamber. Pete and I worked on the car for another two months before it was finished.

    “I wanted to make 500whp and S52s are more than capable of doing that on stock internals. The car currently makes 550whp on 17psi. The setup has worked flawlessly and the engine has held up perfectly. It had 100,000 miles on it when I finished the conversion and it’s currently on 150,000 miles. The car has been my daily driver for two years and it worked faultlessly with no issues. To this date I am surprised as to how the S52 handled the boost so well for so long, and it has seen a lot of racing, too.” At the heart of the turbo kit sits a Precision 6262 ball bearing turbo with a Tredstone intercooler helping to chill the intake air and a thicker MLS .140 head gasket has been fitted to lower the compression ratio, along with a set of ARP head studs. A set of 60lb injectors ensure that the engine gets plenty of fuel, backed up by a Walbro 255lph fuel pump.

    Pop that huge clamshell bonnet and you’ll be greeted by the sight of, well, not a lot really as the turbo is tucked down by the side of the engine and the only bits you can actually see are the oversized induction kit and the Tial 55mm blow-off valve. It’s not a showy engine but the rest of the car’s not exactly shy…

    It must be said that Imola red works so well on the M Coupé. The bold, bright colour really suits the car’s striking shape and it’s the sort of car that doesn’t really need any styling to get it looking perfect. About the only external mods here are those Umnitza headlights and the stone guards, something of a necessity due to the M Coupé’s rather wide hips. But the bulk of the visual impact is purely down to the colour and the wheels. Where pretty much everyone is going bigger, Andrei has bucked the trend and gone for a set of 17s, which is pretty much unheard of on the modified BMW scene. While these are surprisingly small they are plenty wide and a perfect fit for the M Coupé. “I always wanted a nice set of deep-dish wheels,” says Andrei, “and about a year ago I finally managed to pick up these Fikse FM10s, which were my dream wheels. I couldn’t be any happier and the best part is that they were specifically designed for the M Coupé as they were built by my buddy, Jon Thayer, who also has a turbo M Coupé.” These sexy cross-spokes measure a meaty 9.5” up front and 11” at the rear, the latter being wrapped in massively wide 315/35 Toyo R888s which help the Z3 put the power down.

    Having had a taste of the Z3’s handling prowess it’s no surprise to learn that Andrei has gone to town on the suspension mods to bring out the best in the Z3’s chassis. A set of TCK S/A coilovers has been fitted along with aluminium control arms, solid monoball mounts, a set of Treehouse Racing FCABs, a H&R anti-roll bar along with an E36 M3 Convertible support brace and a Randy Forbes subframe reinforcement kit. That comprehensive suspension line-up means this Z3’s chassis is razor-sharp and that it’s not all about the straight-line speed. Awesome suspension mods are all well and good but if you’re flopping about on crappy seats you’re not going to enjoy the drive, which is why Andrei has added some decidedly unfrivolous interior upgrades. “Before the turbo setup I did a lot of road course days hence why I have the Bride seats in there, along with the harness and harness bar,”

    Andrei tells us. “The stock interior from factory is, in my opinion, one of BMW’s best. My M Coupé has the two tone Imola/black interior and I wouldn’t change a thing on it.” Andrei wanted to carry over the clean, stock philosophy from his exterior over to the interior and so decided against a big A-pillar gauge pod, opting instead for a custom dash-top pod, one of just ten ever made specifically for the Z3 by a Bimmerforums member. It looks extremely discreet and houses a Prosport boost and fuel pressure gauges along with an Innovate AFR gauge. He’s also fitted a Momo Millennium steering wheel and a ZHP gear knob along with a UUC short-shift kit. From massive engine mods to a set of serious chassis upgrades and a generous sprinkling of the perfect finishing touches, Andrei has built himself one red-hot bombshell of a Z3 M Coupé. Whatever your feelings on BMW’s loveable oddball may be, this is one shoe-van-thing that will rock anybody’s world.

    DATA FILE #BMW-Z3-M-Coupe #S52

    ENGINE & TRANSMISSION: 3.2-litre straight-six #S52B32 , Precision 6262 ball bearing turbo, SPA log manifold, Tredstone intercooler, MLS .140 head gasket, ARP head studs, #Walbro 255lph fuel pump, 60lb Injectors, Tial 55 BOV, Tial 38 external wastegate, Haldman boost controller, Technica Motorsport tune, standard five-speed manual gearbox, UUC short-shift kit. 550whp @ 17psi.

    CHASSIS: 9.5x17” (front) and 11x17” (rear) Fikse FM10 wheels custom-made in Z3 fitment with 245/40 (front) and 315/35 (rear) tyres. TCK S/A coilovers with 400 (front) and 600 (rear) spring rates, aluminium control arms, solid monoball mounts, Treehouse Racing FCABs, H&R anti-roll bar, E36 M3 Convertible support brace, #H&R rear adjustable springs, H&R rear dampers, Randy Forbes subframe reinforcement kit.

    EXTERIOR: Umnitza Projector ZII headlights, stone guards.

    INTERIOR: Bride Zeta 3 seats on VAC mounts, Sparco harness bar, Driver Has Impact five-point harness, #ZHP gear knob, #MOMO Millennium steering wheel, custom gauge pod (1 of 10 ever made) fitted with Prosport boost and fuel pressure gauges, Innovate AFR gauge.

    These Fikse FM10s were my dream wheels… I couldn’t be any happier.

    17” wheels work really well on the Z3 M Coupé and those fat tyres help put all that power down.
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    Buying Guide - All you need to know when it comes to buying yourself an iconic M car; the Z3 M Coupé #E36/8 .

    The coolest, quirkiest and fastest M car of the 1990s has been rising in price lately, so if ever there was a time to buy one, it’s now. You won’t regret it… Words: Simon Holmes. Photography: Dominic Fraser.


    When #BMW released the #Z3-M-Roadster back in #1996 it should have been one of the company’s finest hours. Taking the Z3 chassis, pumping up the exterior styling with healthy dose of steroids and shoehorning in a 3.2- litre engine from an M3 should have made for blistering performance and aggressive looks. Unfortunately the truth is that although it came close it didn’t quite hit the spot. The Z3 chassis suffered from scuttle shake in basic form and, despite the revised suspension that went with it, the huge power increase quickly highlighted the fact there wasn’t enough structural rigidity to really make the most of the package.

    Road testers were quick to point this out and BMW was quick to respond, with a Coupé version announced less than a year later. It was built to cure the issues the Roadster suffered from by adding some much needed strength back into the car. The obvious way to do this was by adding a roof section in order to tie the car together front and back. However, as the Z3 had been designed as a convertible, adding a rear structure and a hatchback tailgate altered the car’s proportions quite radically, creating a slightly odd-looking breadvan-like stubby rear end attached to a long sweeping bonnet. With its bulbous, pumped-up arches and short, high roofline it was undoubtedly a quirky creation. But it worked and, finished off with four-tailpipes peeking out from the rear, it looked purposeful, functional and aggressive. The roof did what it was supposed to and added some much needed structural strength, creating a truly awesome driving machine and pushing the Z3 M up a notch. It now made the best use of all that power although without traction control it was quickly marked as driver’s car that commanded respect.

    The main reason for this was the engine. The 3201cc straight-six from the #E36 #M3 Evo produced 321hp at 7400rpm and 258lb ft of torque at 3250rpm. Fuel consumption was 25.4mpg, but that was hardly on anyone’s mind as this was a true performance car. Top speed was limited to 155mph and 0-62mph was covered in just 5.4 seconds, but plenty of magazines that tested the car at the time found this figure to be conservative, some recording sub-five-second sprints. An 11.7-second 0-100mph figure perhaps highlighted its performance better; a full second faster than the #E39 #M5 .

    The engine came connected to a five-speed gearbox rather than the six-speed usually attached to the S50, apparently due to space limitations in the Z3. There was still room for a revised suspension setup, though, while stiffer springs and dampers, larger anti-roll bars, an improved geometry, a lower ride height, and a wider track (both front and back) were all added to the mix. The massively swollen arches made good use of the wider track and were filled with 17-inch wheels exclusive to the Z3 M, measuring seven-and-a-half and nine inches wide. Brakes were borrowed from an E36 M3, front and back, whilst the wheelbase was lengthened for improved stability. The rear subframe and suspension was beefed-up to take the extra power and a limitedslip differential completed the package.

    Inside, there was a Nappa leather interior that was available in either straight black or a combination twotone design. The seats were also electric, which was standard, along with air-con. Other neater touches to make the car feel special included an extra bank of auxiliary gauges in the centre console, chrome-ringed M dials, an M steering wheel and an illuminated gear knob. A better stereo, a sunroof, side airbags and cruise control were just about the only options for the UK market and the price for all that was £40,570.

    This price dropped to £36,000 by 2000 as the UK fell into line with pricing structure of cars abroad. In June #2000 #Z3 M production stopped while the model series geared up for some changes – the most of important of which was a new heart transplant. As the E36 M3 was no longer in production, fitting the S50 engine was no longer a viable option. So in early 2001, the Z3 M rolled of the production line once again now fitted with the S54 engine shared with the #E46 M3, although a more restrictive exhaust system meant it didn’t match the M3’s power output. Still, capacity was up 45cc, the compression ratio increased to 11.5:1, power improved to 325hp and torque was now 261lb ft. Small changes, perhaps, but it made a difference and the 62mph sprint was now officially covered in 5.3 seconds. The five-speed gearbox, brakes and suspension remained but there were also other small changes to the specification, namely revised gauges (now with grey dials), a tyre pressure warning system, a different diff ratio, and a Chrome Shadow finish on the alloys. Most importantly DSC was added – traction control that helped restrain the car for the first time. In this guise, the Z3 ran for just over a year, production finishing in May 2002.

    Despite their ferocious performance and quirky looks the Coupé didn’t exactly sell in the thousands in the UK but it did sell very slightly more than the Roadster version. 821 S50 Coupés were sold here and 168 of the later S54 type. That means they are rare, but the cars were quickly identified as a future classic and many were looked after well so there are a fair few around for sale on the secondhand market.

    Buying one

    The early S50-engined cars are far more common as around four times as many were produced, so keep that in mind if you’re deciding whether to look for a later car. There were also plenty of colours to choose from and it’s largely a matter of personal preference but some colours are more popular than others, such as Estoril blue. These kinds of colours won’t necessarily command a lot more money but will be snapped up quickly when they do come up, so you have to be on the ball if you’re after a popular shade. Similarly, some of the two-tone interior combinations are a bit loud for some people so black is the safe choice. Options to look out for were relatively few and far between, but cruise control is handy and watch out for cars with the sunroof because this reduced head room.

    The entry-level cars can be had cheaper than you might think but tread carefully in the lower regions of secondhand Z3 sales. There are a few accident repaired cars about, so make sure you know what you’re looking at and read the advert carefully, as legally, if it’s an insurance write-off this should always be listed. Below £15,000 there’s a mix of high mileage, accident repaired or left-hand drive examples to take a pick from. The cheapest HPI clear example we could find was a #1999 model in black with an unusually high 121,000 miles on the clock for £12,950. Not far off that was a silver example with just over 100,000 miles on the clock for £14,000, so they are out there if you wanted some fairly cheap fun. But whilst that might suit some people, most will no doubt be looking for something a little higher up the scale. Until fairly recently it was possible to get a Z3 M Coupé with a few miles under its belt for less than £20,000 but, aside from the odd find, this now seems to have become the exception rather than the rule. Prices for good, clean cars from private sellers seem to fetch around £20,000 and from reputable dealers the price goes up to crazy levels. We found one example with 12,000 miles on it for nearly £44,000! If you’re after an absolute pristine, low-mileage example keep a look out at the independent specialists that deal with these kinds of cars on a regular basis such as 4 Star Classics, Munich Legends, KGF Classics and Classic Heroes. The very best cars tend to filter through these outlets and the prices will reflect that but they can often source a car for you, which is handy. Last of all, don’t exclude BMW Approved cars either. We’ve spoken to dealers who have started sourcing and selling mint examples, so keep an eye out.


    The leather trim wears with age so make sure it’s in line with the mileage. Whilst you’re there, check the heated seats come on (all cars were fitted with this as standard) and that the electric seats move properly. If not, it may be due to the switch rather than the motor. You can tell by listening to whether there is the correct clicking sound when pressed. Check the auxiliary gauges in the centre console show the time, oil temperature and outside temperature. Fixing them can be a headache. Sticking electric windows and faulty door locks are also common. Windows may be cured by removing the doorcards and spraying the channels the glass runs on with silicon. If that fails then it will take some fault finding, as the regulators, motors, control modules and even switches could be at fault. The Coupé uses a different regulator to the normal Z3, too. Central locking failures on the passenger side or boot are often due to the actuator failing, although wiring can also corrode, especially by the boot hinge. This causes problems with the alarm, too. Other things to check are that the heater blower works at all speeds; if it doesn’t then the resistor is usually at fault. It’s accessed from the outside via the scuttle panel; cleaning it up with WD40 can bring it back to life but it’s best to replace it. The air-con’s condensers and dryers can fail and it’s not cheap to replace, so check these, too.

    Crash damage is perhaps your biggest fear here due to the car’s high performance nature. Check panel gaps carefully and look out for anything that appears odd or out of place, especially mismatched colours or odd panels.
    There are other smaller things to look out for, too. The boot lock has been known to fail along with the rear washer, so give both a check to see if they work. If the latter simply dribbles water down the bootlid then it will need a new check valve. The bonnet catch and release mechanism have also been known to cause trouble from time to time, so ensure they’re in good working order.

    The other main cause for concern is the rear subframe ripping itself off the boot floor. Just like the #E46 M3, this is a known issue that can be fixed but it’s costly. Lift the boot carpet and have a look for any obvious signs of cracks or damage and then listen out for odd knocking noises under acceleration from the rear. Ideally you want to get it inspected properly from underneath as you don’t want to be caught out as this can happen to a car of any age and mileage.

    Transmission and drivetrain

    The five-speed gearbox is generally a strong unit, though with time and plenty of miles overenthusiastic gear changes can cause the secondgear synchro to wear. Worn bushes in the gear lever itself will cause it to sit over to the right but it should sit directly between third and fourth in neutral. The clutch should feel smooth in its operation and make sure there are no signs of slipping. Also, listen out for odd rattling noises on idle from the gearbox area that quietens when the clutch is pressed. It’s a sign a new flywheel is needed. Propshaft couplings also wear over time, as do gearbox and differential oil seals.

    Wheels, tyres and brakes

    The first thing to do is make sure the car is wearing the right wheels and tyres. The 17-inch wheels were unique to the Z3 M and are known as Roadstars. They measured 7.5x17 inches at the front and 9x17 inches at the rear and were the only type of alloys available. They should be fitted with 225/45/17 and 245/40/17 tyres, front and back. Once they’re accounted for then check their condition for damage, corrosion and wear. The brand of tyres will also give a good indication of the life it’s led as matching brands and good makes are noteworthy plus points.
    Steering and suspension

    There aren’t that many problems specific to the Z3 M but now these cars are getting older they are more susceptible to general wear, which can lead to annoying rattles or unresponsive handling. If you feel that this is the case then front arms are often the main cause but also check the regular things like snapped springs or worn dampers, as these are common with old age.

    If there’s a rattle over bumps from the front end it’s usually caused by corroded anti-roll bar bushes, whereas a rattle from the rear end indicates it’s a problem with the rear shock mounts. Both of these are often worth upgrading with aftermarket uprated items.

    The brakes are shared with the E36 M3 and as long as they’re maintained there are no re-occurring issues, although some owners choose to upgrade with fast road or track driving ones.


    For both the S50 and later #S54 engine the main issue is the dreaded Vanos. A few years ago it was the S54 engine that was generally regarded as the least susceptible to Vanos issues but recently it’s become apparent that it actually suffers worse than the S50. Whereas the older engine did encounter problems these rarely got worse or caused further complications however with the S54 any Vanos issues need to be dealt with quickly before more damage is caused. These problems can be expensive to fix, so be wary.

    It’s not always as easy to diagnose a Vanos problem as you might think as there are different components that can fail. If the gears themselves are worn they will cause a rattle, but that doesn’t mean that the Vanos isn’t still working, so the car might still perform well. On the opposite end of the spectrum, a failed Vanos pump, piston or solenoid will mean a loss in performance and sluggish behaviour without making a noise or turning on an engine light. Also, it’s normal for Vanos systems to make a light rattle on a start up but the noise should clear. If it still sounds like a bunch of marbles are being tossed around the top end of the engine when its hot then you have a problem. Other more obvious symptoms of a #VANOS issue on either engine are a hesitant idle, an engine management light, poor fuel economy and a lack of power under 3000rpm before a noticeable surge. All are signs that the cam timing isn’t working as it should as the power should always be progressive. The cost to put an #S50 right is around £1000 and the cost to fix an S54 ranges between £700 and £1500.

    On the plus side, there’s not a lot else to go wrong with the engines, although do be aware head gaskets have been known to fail although it’s not as common as on the M3. An S50 with a low idle is usually due to an idle control valve or sometimes a throttle position sensor. An oil leak from the rear of the engine will be down to a worn O-ring below the rearmost exhaust port. Later S54 engines suffer from faulty coils and the odd camshaft or crankshaft sensor failure.
    There is one more issue to bear in mind that is particular to the Z3 M and that’s the exhaust system. It corrodes over time and is costly to replace so some are swapped with aftermarket systems. This may suit you but take the car for a drive and make sure it doesn’t drone.


    It’s arguably the craziest car BMW has ever built in terms of style, power and performance and that seems to have dawned on plenty of enthusiasts more recently. As a result, prices have been climbing and this is no doubt the start, not the end of their new-found interest, so our guess is prices will continue to soar. That means if you have ever thought about owning one then now is the time to commit as there are plenty of #Z3M s about to have some fun with. It’s still an utterly rewarding, fast and frantic car to drive, it still turns heads and it still feels special which is more than enough reason to buy one. With few real problems to avoid now is the time to say you’ve owned one, rather than in five years time when they are fetching big money…
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    What’s in your Garage?

    We meet a man with a fine selection of rare and modified BMWs in South Africa.

    The finest BMW collection on the African continent and arguably one of the best in the southern hemisphere, each one of these eight machines is a masterpiece in its own right Words: Johann Venter. Photography: Oliver Hirtenfelder.

    Jack Kaplan’s reputation precedes him. His cars have been featured in BMW Car multiple times over the years and won countless accolades. Indeed, they continue to do so, including numerous classes at the South African BMW Car Club’s annual Concours. This year was no exception, his #2002 Turbo taking top honours in the d’Honneur Modified, Best Classic and Best 2002 classes.

    As we arrive at Jack's home under the cover of darkness for our 5.30am shoot, snapper Oli cannot contain himself and starts shooting before Jack can completely raise the garage door. Each masterpiece is neatly cocooned in a grey car cover; six cars are housed in the one garage while the remaining two share a second garage with less favourable stablemates. Once all the covers are removed one is completely seduced as some of the most revered models that BMW has ever spawned are revealed – it is truly a sight to behold.

    Jack is a true petrolhead, having raced his own cars and several dragsters, with an astonishing ensemble of BMWs, yet he is the most softly-spoken gentleman I have come across. After Oli has snapped away to his heart’s content Jack treats us to breakfast before we delve into his collection. It is hard to believe that before buying his first #BMW in #1983 Jack was considering a #Skyline #GTX 2.8. Thankfully a friend intervened – pointing Jack in the direction of an #E30 #323i – and sanity prevailed. Jack’s immediate impressions were that the BMW was much better put together in terms of the fit and finish and once he had driven the car he was sold. Ever since then he has been infatuated with BMW.

    Jack confesses that he has had quite a few BMWs over the years. That’s nothing to be ashamed of Jack, we like the fact that you've had multiple BMWs! “I regret not having kept all of them but then I could not afford to get a new one without trading in the old one. Once I could afford to not have to trade them in I kept all of them,” he explained.

    They say that you always remember your first true love, so what impression did the 323i leave on Jack? “The 323i led me to bigger and better things,” he replied. “These cars were known for cambelt failure and mine was no different so while my engine was being repaired I traded it in for an #E30 #325i Saloon, in Henna red. It was a great car, I really loved it. The handling was superb, it was a true driver’s car.” Jack then opted for the first version of the E30 #325iS (commonly known as the Evo 1) in silver, a South African special with a 2.7-litre engine partly developed with #Alpina . It had a power output of 197hp (145kW) and a maximum torque figure of 195lb ft (265Nm). “Not to get into too much detail but let’s just say that the iS was too much car for me to handle at that point,” he told us.

    True to form, Jack then followed this by getting the second iteration of the iS: the Evo 2. It’s the Alpine white one you can see in the photos. Jack got it as a company car in 1991. It still has the original windscreen and the air-con has never been regassed yet it can create an Arctic atmosphere in seconds. It’s a bit of a sleeper – bog standard on the outside except for the grille that has been colour-coded like E30 racers of old. “The engine has been enhanced by gas-flowing the cylinder head and installing a 280-degree camshaft. The late great Tony Viana [legendary BMW race driver in South Africa] installed the Unichip, the air-box was modified and a specially fabricated Sports exhaust was fitted,” Jack revealed.

    South Africans were denied the E30 M3 as it was produced in left-hand drive only and were therefore so much more receptive to the launch of #E36 M3 in South Africa 21 years ago, compared to the lukewarm reception it received in Europe. The initial batch that landed in South Africa predominantly had cloth seats that were structurally different from the leather ‘Vader’ seats. Jack elaborated: “I wanted the black Nappa leather seats so I had to wait for what seemed like an eternity. Fortunately I managed to keep the iS and used the #M3 as my daily-driver, but soon thereafter decided on a V6 Ford Ranger bakkie [pick-up] as a runaround. It used to jump around a lot on the road so I put a bag of cement in the boot.” The Alpine white car we see here, however, is very different from the car that Jack took delivery of in #1993 . A picture on the garage wall shows the M3 fitted with a front spoiler that made it look more like a snow plough and although the original bumper has been refitted, things are not that subtle at the rear as the boot spoiler looks like it belongs on a Learjet. The upgrades are not all cosmetic, though, as Jack explained: “It still has the original #S50 , 3.0-litre motor but to spice things up a Vortech supercharger producing 0.9bar (13.05psi) of boost was fitted and, to add to the fireworks, nitrous was added resulting in 428hp at 7000rpm.”

    At this point it seems that Jack tired of sporty Bavarian coupés and opted for an American peoplecarrier: “In #1996 I imported a brand-new left-hand drive #Chevy #Surburban 5.7-litre V8. It has three rows of seats that can comfortably seat eight people and weighs 2.7 tons. It has a cavernous boot, ideal for long stints and that is exactly what I use it for – travelling to Jeffreys Bay in the Eastern Cape, although it only has 116,000km (72,079 miles) on the clock.” Thereafter Jack bought his first BMW 5 Series in the form of an #E39 #540i Individual with the six-speed ‘box, not a bad first choice for a 5 Series. “I really didn’t enjoy it and it didn’t fit in my collection. My wife drove it for a while and then we tired of it,” he said.

    The next car in his collection is probably the biggest show-stopper in the collection. Apparently traffic comes to a standstill and people swarm around the car whenever he takes it out to an event. “The E30 M3 is such an icon and unfortunately we never got it in South Africa,” Jack explained. “In fact, I think there are only three road-going examples in the country so you can understand why people react the way they do. I acquired this Lachs silver example in #1997 after two years of pursuing the owner with whom I conducted business with. Unfortunately his business was liquidated; I tracked down the liquidators and bought the car from them.” This is a very attractive colour and the car looks like it has just driven off the production-line. “Thousands of hours have been invested trying to achieve perfection,” Jack said. “The car was completely stripped and rebuilt from the bottom up.” Purists will once again be raising their eyebrows as Jack has fitted #E36-M3 Motorsport rims. “The E30 M3 was fitted with the #BBS crossspoke rims, as was the E30 Shadowline and iS.

    However, I really wanted my E30 M3 to be different and standout from the rest as it truly is a special car and even more so in the South African context,” Jack justified. “Those E36 M3 Motorsport rims are my ultimate favourite, you’ll see that my whole garage is full of them and if I can find another set I will buy it.” Many folk give Jack plenty of flak for not keeping his cars – especially the ones that are so collectable – completely original: “People often ask me why I don’t keep my cars as BMW intended. Whenever I get a car I change at least the pedals, exhaust and the steering wheel; this is something that I have always done. But I keep all the original parts. I always remove the radios as I prefer listening to the exhaust.” So what changes has Jack made underneath the skin of his E30 M3? “The engine has been enlarged to 2493cc through the replacement of the crankshaft and connecting rods. The cylinder head was gas-flowed and a 260-degree Schrick camshaft was installed, together with a Unichip. Better breathing apparatus was also fitted in the form of a #K&N air filter, modified air-box and a stainless steel Sports exhaust.”

    Jack does have a bit of a thing for the E30 shape though and his iS indulgence does not end with the white one he’s owned from new. “In #1999 I came across a panel beater who had managed to find an iS bodyshell. His intention was to build the car to his specifications, unfortunately he ran into financial difficulty so I bought it from him. He’d already painted the car in the colour you see here, which is a metallic dark green [this was definitely not a factory option], slightly lighter than British racing green. That is all that he had done to the car. This really gave me the opportunity to build the iS the way I wanted to.”

    We’ve seen Jack’s need for speed so we can’t resist but ask what lies underneath the bonnet? “I managed to source a 3.5-litre Alpina #M30 motor and went the whole hog again by fitting a Vortech supercharger producing 0.9bar (13.05psi) of boost and nitrous was added resulting in 373hp at 6209rpm,” he replied. That sounds like a lot of power for such a small and lightweight car. “Initially I really struggled to put all the power down onto the road. The car suffered from massive wheelspin in virtually ever gear,” he continued. “The car was also fitted with two Unichips but it was undrivable until I took it to Gavin Wilkens – the well-known South African drag champion who runs GW Racing, a specialist in high performance upgrades. Gavin advised that we fit a Domingo management system, so we did, and now you can use the car as a daily driver. It is actually now a pleasure to drive.” This iS wasn’t just used on the road though, as Jack has also raced it. “Why else do you think I had the nitrous installed?” he grinned. “I used to do the quarter-mile and top-end runs but I don’t think I will race it again in those type of events. I will most likely enter it into Fastest Street Car events or gymkhanas.”

    Jack definitely has a need for speed but we can’t help but wonder where this came from? “I developed my love for speed when I was knee-high, building soap boxes with pram wheels. In #1962 I progressed to a 50cc two-stroke Zundapp bike and then a 50cc Suzuki and then moved to the big league in the form of a Honda 300s. I first saw guys racing legally at the Tarlton International Raceway drag strip. I also raced the white iS, the E36 M3, and the #Z3 , doing Fastest Street Car races, hillclimbs, quarter-mile and top-end runs. I like gymkhanas with a quarter-mile included. I also like doing the 1km top-end races.”

    So far we’ve talked about what you could call the iconic machinery in this collection but in most people’s eyes the Z3 wouldn’t fall into that category. So what prompted Jack to buy one? “I bought my wife a brand-new red Z3 in #1999 and the following day I bought the white one you see here today. As is the case with virtually all of my cars I set out to put my own finishing touches to the car and decided on a set of ATS rims. Unfortunately the rims were too wide for the car but I bought them anyway and took the car to a panel beater that I had been using for many years. The rear fenders [wings] were summarily cut and extensions of about 75mm were fabricated and welded in. The plastic bumper was then heated and stretched to accommodate the wider wheels. I also then opted to lower the car by about 70mm; I subsequently had to raise it by 15mm as it was too low.”

    Jack’s Z3 was one of the early ones with the 2.8-litre engine so we asked if it felt a little slow in comparison to the rest of his fleet? “At that stage I was driving the E36 M3 more than anything else so there was a massive difference in power when I got into the Z3 which I just could not get used to. To remedy the situation a Powerdyne supercharger with 0.45bar (6.52psi) of boost was fitted. Needless to say I was not satisfied so we removed the motor and replaced it with the E36 M3 3.2-litre engine which had been gasflowed and at the same time fitted a Vortech supercharger with 0.9bar (13.05psi) of boost and a six-speed ‘box. From the outside it’s very apparent that this is not a standard car – it is 150mm wider and 55mm lower. It goes very well, though. The roadholding is superb, although on the top-end you do get a little bit of drift. The highest speed I achieved with it was at Waterkloof which was just over 280km/h. Strangely enough the 3.0-litre E36 M3, although heavier is faster on the top end. The #Z3 has only done 46,000km (28,583 miles).”

    Once Jack had amassed a selection of BMWs from the late 1980s and ’90s he turned his attention to those that he hankered after from the 1970s. “You’ll see I have a picture of a silver Batmobile on my garage wall as well a picture of a 2002 Turbo. I put these pictures up long before I got the cars. They served as a constant reminder that I needed to add these machines to my collection; these cars were always part of my BMW aspirations.”

    The E9 ‘Batmobile’ could be taken for a genuine example at first glance but despite being a replica it looks absolutely magnificent. “I agree,” said Jack, “although this was not the case when I initially got it. I was contacted by the owner who wanted to sell through the BMW Club, so I went and looked at it. The car was very rough and had been in an accident but not well repaired. It was originally a #CSi but fortunately the owner had the entire aero kit that was fitted to the Batmobile, so I decided to take it and got it at a real steal. The car was stripped down completely. It was initially red so we resprayed it Polaris silver. The seats were recovered by #BMW-SA in Rosslyn (tri-colour inserts included) and the front seats were replaced with Recaro Sport seats, as found in the E30 M3.

    “The car had a 3.5-litre #M30 motor which was rebuilt, a set of BBS cross-spoke rims were fitted to complement the chrome mirrors, beadings and wheel arches. I struggled to find the wheel arches. The first set I sourced secondhand from the UK. I shouldn’t have bothered, what was sent was appalling.

    Eventually I managed to find a set in the States. It took four years to do the restoration, but it was worth it as the car now looks fantastic… and goes even better.”

    Jack’s #2002-Turbo should need no introduction as it featured in the September issue of BMW Car. It’s a lovely car. Jack told us its history: “When I acquired the car it was already Chamonix white. When Nicky Oppenheimer ordered it in #1974 he had three requests: that it be Golf yellow and fitted with electric windows and an electric sunroof. According to Robert Gruenberger, founder of the 2002 Turbo Club in Germany, four of these cars were shipped to Angola.

    To make it more drivable I had a Turbonetics turbo fitted with 0.62bar (8.9psi) of boost, together with a purpose-built intercooler. In addition, an Electromotive direct ignition system was fitted, the cylinder head gas-flowed and a custom-built Sports exhaust installed. To improve the ride and handling Bilstein dampers and a front custom-made strut-brace were fitted. The brakes were uprated with 305mm ventilated cross-drilled Wilwood discs with matching Superlight 4-pod callipers in the front and 255mm drums at the rear.”

    The last machine in Jack’s collection – a #635CSi #E24 – is a trifle unusual as it hasn’t been treated to the usual set of upgrades, as Jack explained: “In my opinion it’s the most handsome GT BMW has ever produced. Mine is an #1984 model with the #E28 running gear which makes for better handling. This car is completely original, I have done absolutely nothing to it. It even has the radio that I bought it with. It is Opal green with a Perlbeige interior and came with all the extras of a luxury GT of the day including leather Sports seats (unfortunately not Recaros), air-con, electric windows, sunroof and seats. The drive is superb thanks to the manual ‘box together with the limited-slip differential. It’s definitely one of the great touring cars of its time”.

    All of Jack’s cars are pristine and completely spotless. He’s achieved this through his lifelong dedication to cleaning, maintaining and enhancing each of these paragons. What stands out most for us, however, is the craftsmanship, precision and attention to detail that is found underneath each bonnet. This is in part achieved through the extensive use of Russell braided fuel lines, adaptors, hoses, hose ends, tube nuts and Raceware aerospace-quality engine fasteners. One side of Jack’s garage wall is covered in certificates, a testament to what he has achieved with these shining examples of Bavarian metal.

    We can’t leave without asking which one of this superb fleet is Jack’s favourite? “Without a doubt, it’s definitely the white iS,” he said with a grin. “The only cars I drive regularly, though, are the green iS and the Z3. The others I only take to shows and events, although I mostly drive my V8 #Chevrolet #Lumina SS 6.0-litre bakkie.”

    “In my opinion it’s the most handsome GT BMW has ever produced”

    The newest car Jack has is the #1999 Z3. We ask him why this is? “The newer BMWs are fantastic but they don’t give me that driving by the seat-of-yourpants experience,” he told us. “It’s almost as if the car is driving you. Newer BMWs give me the sensation that I am in a plane that is on auto-pilot.”

    While a modern BMW might not feature in Jack’s plans there is one more icon that’s still missing from his collection, a machine that has so far eluded him: “There is a picture of an #M1 on my garage wall that still needs to come to fruition,” he revealed. Well, knowing Jack’s attention to detail you can guarantee that when one does arrive it’ll be the best on the African continent!

    “It took four years to do the restoration, but it was worth it as the car now looks fantastic… and goes even better”
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    Incredible Hulk – #BMW #E36 #M3 #S50 engined. For Luxembourg resident Sveinn Helgason, owning a special edition E36 M3 just wasn’t exclusive enough, so he proceeded to make his GT something quite extraordinary. Words: Ben Koflach Photos: Kevin Raekelboom.

    When BMW goes about creating a car for homologation reasons, you know it’s going to be something special. Need an example? Well, the E30 M3 was such a car, and it hasn’t exactly been forgotten. The #E36 M3 GT was such a car too, and that’s exactly what you see before you. Sveinn Helgason’s GT is number 111 of the 356 produced, but we’d freely bet that there’s nothing else in the world quite like it…

    “This is my daily car, even if it looks a bit odd driving a British Racing green 19-year old BMW with a roll-cage and a harness, shooting flames while dressed in a suit,” laughed the private banker. The Luxembourg resident is no stranger to BMWs on the lairy side of things (though admittedly this tops the list by far) having owned a #Z3 #M-Roadster , #E39 #M5 , #E46 #M3 and an E60 M5 in the past. “I bought the E36 as a 35th birthday present to myself,” Sveinn explained. “It started out as a daily/track project, which in my mind wouldn’t need any modifications. I was wrong…

    “It all started with brakes and suspension for better track capabilities, then semislicks, then I needed new seats because the stock ones could not hold the G-forces, but by then I felt like I could use more power! I tried a carbon air box upgrade but it didn’t really give the M3 anything but a nice sound. A friend in Iceland was selling a twin-turbo kit that he had never installed, so I went for it. It was at that time I started to go nuts!”

    This was all happening back in the winter of 2008 - 2009 and once the car was all mappedup things were looking good. However, it came as little surprise when the standard headgasket and head studs gave up the ghost. So, after a couple of minor tweaks to patch up the problem, Sveinn decided to start afresh and go all-out. “I had the engine fully rebuilt using forged pistons and rods,” he explained. “I also had a Cometic headgasket installed and custom tubular exhaust manifolds made by Jaws Motorsport. Then I got the car retuned. More power equals more fun!”

    We couldn’t agree more, but unfortunately temptation got the better of Sveinn and he ended up going a step too far with the boost controller, ending in the Cometic headgasket giving way during the autumn of 2010. Not afraid of getting his hands dirty, Sveinn proceeded to change the gasket himself, this time using an OEM Elring item, and fitting ARP2000 head studs. He also wired up a piggyback ECU, meaning the car was ready for mapping in February last year. But all did not go well. “After an attempted retune the engine had a catastrophic failure and needed a full rebuild,” Sveinn explained. “This was completed by December last year.”

    Sveinn’s final version has been engineered to be both bulletproof and driveable and is impressive to say the least. The block is now a former 3.2-litre Evo version, as is the head, although it’s running the single-VANOS from the 3.0-litre and the lumpier cams that came as standard on all LHD GTs. The block has also been bored to suit 86.5mm forged pistons from CP Pistons, while the crank is a 3.0-litre item. Jaws Motorsport was consulted for the supply of a set of forged 3.0-litre forged rods, which have been fitted with hardy VAC Motorsport bearings and ARP con-rod bolts. The standard head gasket and ARP2000 head studs remain, and the twin-turbo setup (which uses ceramiccoated Jaws Motorsport tubular manifolds with a pair of Garrett #GT2252 turbos bolted to them) has also been carried across. From there back is a full flame-spitting Supersprint exhaust system, while on the intake side things have been kept relatively standard – after the turbos, intercooler and piping, of course! The original individual throttle bodies remain, though the inlet plenum has been strengthened to cope with the boost thrown out by those blowers.

    Getting enough fuel to the cylinders is no easy task, but thanks to an upgraded M3 Evo fuel tank in which a Walbro 255l/h pump has been fitted, as well as 750cc RC injectors and an adjustable fuel pressure regulator, it’s been made possible. Governing the lot, as you may expect, is a standalone ECU from the wizards at Vems, while a Zeitronix Zt2 wideband monitor backs it up.

    Completing the setup is a JB-Racing 10lb (4.5kg) flywheel and a Sachs Racing fourpuck clutch and heavy-duty pressure plate. Surprisingly, this is the limiting factor on the output of Sveinn’s engine. Though the clutch is man enough for some 600bhp, it’s simply not enough to cope with the punch of torque that the twin-turbo S50 kicks out. What that means is that power is capped at 490bhp, backed up by 500lb ft of torque at 18psi of boost – the absolute most the clutch will handle. “The Sachs item is terrible for daily driving because it doesn’t allow for any slippage during take-off, so you can imagine stop-go traffic around town,” Sveinn pointed out. “I do plan to upgrade, probably to a double or triple-disc system, but I’m not sure it will mean that I will be upping the engine’s output – as a track toy the power level, and specifically the wide powerband, is perfect.”

    You may be wondering, though, how he can reign in all that power when on track? Well, those suspension and brake upgrades that Sveinn started with were far from mild. In fact, his setup is among the wildest we’ve seen. #H&R Clubsport coilovers have been fitted all-round, along with Intrax adjustable front top mounts and E46 rears, as they’re stronger and so are less likely to fail. H&R adjustable anti-roll bars keep it flat around the corners, while Poweflex bushes throughout give it more consistant geometry without the need for harsh solid bushes.

    The chassis itself is much more taut than the standard M3 shell, too. Being a GT, it came with an adjustable front upper strut brace as standard, while Sveinn’s also employed a lower crossbrace from the E36 M3 convertible to stiffen it up further. Perhaps the biggest help to the chassis’ torsional stiffness, though, is the Heigo half roll-cage. “I have a half cage as this is also my daily driver and as I wear a suit, I did not want to have a full cage as it’s hard enough to get in the harness and seats as it is,” Sveinn laughed. That said, Sveinn has plans for either a Sparco or OMP full cage to really give the M3 some race car stiffness.

    The brakes, meanwhile, are a real highlight of Sveinn’s M3. He’s borrowed parts from the McLaren SLR, no less, to make sure he gets relentlessly huge stopping power. Heading up the setup is the SLR’s enormous 370mm carbon-ceramic discs, which are clamped by matching eight-pot SLR Brembo calipers. As you’d expect, braided hoses have been utilised too, both front and rear. Talking of the rear setup, you may have noticed that the brakes look a little smaller than the fronts, and you’d be right. The standard 312mm disc size has been kept, although Zimmerman drilled rotors and Ferodo DS2500 pads sharpen up the bite and help heat management for Sveinn’s on-track adventures, as does ATE Super Blue fluid.

    Whether for a track car or a show car, wheels make or break a project. However, with track cars, that’s usually down to weights and sizes rather than form – though Sveinn’s GT doesn’t disappoint on either count. Though he prefers the look of his other wheels, BBS CHs, the lower weight of the 8.5x18” RC303s mean that they’re fitted most of the time. They’re shod in super-sticky Federal 595RS-R tyres, measuring 245/35 at the front and 255/35 at the rear, while wheel swaps have been made easier by the use of 90mm studs instead of wheel bolts.

    “My inspiration came from BMW mainly, I would like to think that my GT is close to what BMW would have liked to do if it had made a full-on GT2 version with more power and better handling.” Sveinn remarked. “I try to do all the work myself, even if I am not a qualified mechanic. In the past it was mainly my local garage (Marchione) that did all the work for me.” And it’s some impressive work that Sveinn’s done, too. Not only did he get involved with the mechanicals but he also painted the engine bay himself last Christmas.

    “I don’t really like to think about how much I’ve spent, but probably in the range of €75,000-85,000 is correct, car included,” Sveinn added. “Most of my colleagues think that I am a bit nuts and my friends agree! My family understands, though, as they have known about my passion for a long time.”

    The interior is pretty stand-out too. Besides the roll-cage, the rear of the E36 is pretty much void of anything but British Racing green-painted metalwork, while up front a pair of Recaro Pole Position seats give Sveinn the needed support for when he hits the track. Schroth harnesses and a Momo steering wheel finish off the setup, though it’s the smaller touches that are really neat in Sveinn’s M3. While it could be mistaken for ICE, the 7” touchscreen in the centre console is actually hooked up to the Asus laptop (mounted in the glovebox) and the ECU, so Sveinn can check out his engine data and diagnostics on the move. “The sound system is the standard BMW Business setup. I never listen to music in the car anyway!” he smiled.

    The results of all of Sveinn’s hard work are easy to see, and he’s completed the project with various details like custom under-bonnet stickers – which show that he’s really keen to keep the car close to its exclusive roots, despite all the additions and modifications. The performance speaks for itself, too. This #E36 will hit 62mph from a standstill in less than 4.5 seconds, and 124mph in under 12. That’s pretty serious stuff. What’s more is that it clearly corners well too, having lapped the revered Spa Francorchamps circuit in 2min 50secs on normal street tyres.

    Taking on one of BMWs special editions as a project can be a brave move – you have to be careful to not ruin the heritage and quality that the original car came with. Sveinn’s M3 GT proves that it is possible, having taken BMW’s original concept of a track-ready road car to the extreme, and with great effect. Could this be the ultimate E36 M3? We certainly think so, and so does Sveinn. He’s clearly got quite a budget for messing around with cars, but we think it’s great to see that the 19-year-old M3 has really captured his imagination, and that he’s not afraid to get his hands dirty when building it. He really does love it, too. We can’t think of many owners that would set up an entire Facebook page dedicated to their car, after all…

    Above: Sveinn’s a big fan of the little details and really loves his M3 – check out: Left: You’d actually be fairly hard pushed to tell what performance the M3 boasts.

    Carbon-ceramic discs? Check. Eight-pot calipers? Check. Insane stopping power? Check!


    ENGINE: 3.0-litre straight-six #S50B30 with #S50B32 block and head (modified for single VANOS), standard M3 GT cams, 86.5mm forged CP-Carillo pistons for 8.5:1 compression ratio, forged Jaws Motorsport conrods, VAC Motorsport big end bearings, ARP con-rod bolts, ARP2000 head studs, OEM head gasket, twin #Garrett GT2252 turbos with internal wastegates, custom bottom-mount ceramic-coated Jaws Motorsport tubular exhaust/turbo manifolds, Turbosmart blow-off valve, front-mounted intercooler, full Supersprint stainless steel exhaust system, custom oil breather system, modified original intake manifold, RC 750cc injectors, upgraded M3 Evo fuel tank and in-tank Walbro 255l/h fuel pump, adjustable fuel pressure regulator, NGK Racing competition R2525-9 spark plugs usually found in #Ducati motorcycles, VEMS V3.6 standalone ECU, Zeitronix Zt2 wideband monitor, JB-Racing 10lb flywheel.

    TRANSMISSION: Original ZF five-speed gearbox, Sachs Racing 4-puck clutch and heavy duty pressure plate, 2.93 final drive limited-slip diff with 25% lock CHASSIS: 8.5x18” ET38 #BBS RC303 wheels painted white, #Federal 595RS-R semi-slicks (245/35 front and 255/35 rear), 5mm front spacers, 8mm rear spacers, 90mm studs. H&R Clubsport coilovers, H&R adjustable anti-roll bars, Intrax camber/caster adjustable front top mounts, OEM E46 rear top mounts, OEM front lower crossbrace, OEM M3 GT adjustable front strut brace, Powerflex bushes throughout. #Brembo #McLaren SLR front brakes consisting of 38x370mm carbon-ceramic discs and eight-pot calipers with YellowStuff pads, standard rear setup with Zimmerman drilled discs and Ferodo Racing DS2500 pads, braided hoses used throughout, ATE SuperBlue Racing fluid.

    EXTERIOR: Standard GT exterior, flared rear arches, foglight blanks.

    INTERIOR: Semi-stripped interior, Heigo half rollcage, Recaro Pole Position seats with custom stitched BMW logo, Schroth five-point race harnesses, Momo MOD.07 steering wheel, Asus glovebox laptop for datalogging and wideband monitoring, 7” touchscreen, Zeitronix LCD. Standard BMW Business radio and speakers.

    THANKS: To my wife and kids for the understanding. To all the supporters/sponsors, Gunnar at GSTuning, Garage Marchione Luxembourg, Jorge the parts guy at BMW Arnold Kontz Luxembourg, BMW Kraftur Iceland, Jake in Australia and special thanks to Mr X.
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    Two of a kind. These M Coupés #E36/7 -series retain their fundamental values; quirky, impractical and nonconformist, but now they’re an even rarer beast, improved in every sense with the drama of forced induction. Whatever you think of the styling, the #Z3-M-Coupe has developed something of a cult following, and here stand two examples; both force induced and both equally as gorgeous, but which one would you have? Words: Louise Woodhams. Photos: Darren Maybury.

    Developed under the leadership of engineer Burkhard Göschel with the intention of adding increased structural rigidity to the #Z3 Roadster’s chassis, the M Coupé was eventually given the green light as long as it remained cost-effective to produce. To achieve this goal, as many body panels as possible had to be shared with the roadster, as were most interior parts. The result was a stubby two-seater, something of a nonconformist BMW. Its distinctive, controversial looks divided opinion, but it was frighteningly fast and, as promised, delivered a more rewarding and tauter chassis than its sibling. It had two power plants as well. From 1998 to 2000 it used the venerable 3.2-litre in-line six #S52 from the #E36 M3, which for owners in the States equated to 240bhp and 236lb ft of torque. In case you were wondering, the small loss in power compared to European-spec cars is attributed to the more restrictive placement of the catalysts in order to improve cold-start emissions. Having been discontinued for more than six months, a revised model then entered production in February #2001 utilising the awesome S54, an evolution of the iron block S50 and fitted to the #E46 M3. Although peak power and torque barely increased, with the Yanks benefiting from an additional 75bhp and 25lb ft of torque, the two engines share few major components. Interestingly though, both models made the 0-62 mph dash in 5.5 seconds and aside from a change in the final drive ratio (from 3.23 to 3.15) and the introduction of Dynamic Stability Control (DSC), very little changed.

    So, here before me today stand two M Coupés; one packs the S52 engine, the other the #S54 , but aside from that both hail from the East Coast, both are force induced and both are eye-wateringly stunning. I think it’s about time we introduced the owners responsible for building them; tall, lanky, long-haired and clean shaven Carl Pardue holds the keys to the 2000 Cosmos black turbo’d lovely, which leaves the #2002 #Alpine white ’charged beauty, one of only 690 built in the USA, with Clint Gauvin, who’s short, stocky, short-haired and scruffy!

    Whilst both picked up basic mechanical skills from their father, Carl’s old man specialised in classic muscle car restoration so as soon as he could stand he became his second in command, bestowing him with knowledge and skills that became invaluable when he started wrenching on his own motors. Coupled with the fact his second car was an #E28 #528e , he soon started to realise the value of driving BMWs and, perhaps more importantly, what the tuning scene could offer. “I always loved BMWs but with my first one I began to realise how much the manufacturer develops its cars around the driver. It’s also nice to see design cues of the older models still being produced and I like how the smallest modification can complement any model so well. Not to mention the enthusiast value, and aftermarket support of the tuning scene is astonishing,” explained the commercial photographer. So impressed, it seems, Carl then went onto owning a #1999 M Coupé and a #1989 #325i before taking delivery of the car you see now.

    Clint, however, despite previously owning a #1993 325i, first discovered his love of motoring in the Wolfsburg stable, having owned two Golf GTIs and a Touareg before falling in love with, and consequently securing, the car you see now. “The M Coupé is phenomenal from the factory, despite being a parts car crossing three generations and four models of #BMW it works very well together. BMW said it best, ‘it’s a lot like nothing else’, so what better car to make, well, a little better. I wanted something that turned heads not because it’s obnoxiously loud, ridiculously low or plastered in stickers, but because it’s something you won’t see everyday,” explained the office worker. Carl nods his head in agreement and adds; “It was my dream car, and ever since they were first introduced I wanted one.” Indeed the first time I laid eyes on one, it stopped me dead. A Porsche may be cleaner, and a Ferrari sexier, but no car looked as muscular and purposeful as the M Coupé. And for those that think it looks like it’s been modelled on an old-fashioned running shoe, well, you’re clearly blind.

    So when it came to the exterior styling, both followed a similar remit; they wanted to retain the car’s original lines, yet play on its intimidating nature and add a degree of exclusivity. As a result, huge gold wheels shod in monstrous low-profile tyres sprout from both flanks of each car, Carl opting for 18” CCW Classics whilst Clint was persuaded by the 19” HRE C20s, both boasting 10” wide rears. Similarly, in harmony with the paint schemes, the former has had its side vents and kidney grille colour-coded; the windows tinted and smoked rear lights popped in, whilst the latter benefited from Hyper white angel eyes, clear front marker lights and white and grey BMW and ///M badges. Some smoothing has also occurred, and both front ends have gained splitters to accentuate that gorgeous long bonnet and give the cars a more menacing appearance.

    When it came to the interior, Carl told me, “I wanted it to be aggressive yet comfortable and most of all functional. I wanted to hang on to what BMW had done but improve the overall quality.” Inside you’ll find pedals and a handbrake from M-Tech alongside a TC Design knob and Momo wheel, whilst a dashmounted Subaru 2.5 RS pod houses a host of Defi gauges to keep check of what’s going on under the bonnet. BRIDE Zeta buckets, a familiar sight on the Japanese racing scene, were chosen as they’re designed to fit in very tight cockpits, and provide support and good visibility for everyday use. Clint too wanted to accent the cabin but not go overboard, and to an extent shares the same mods as Carl, including a head unit with navigation and iPod integrated, a #Z8 starter button, gauge pod and upgraded pedals, but instead opted to go with AEM and UUC respectively. The black leather swathed cabin is broken up with white trim that adorns the wheel and doorcards, and the Alcantara boots are picked out with M tri-colour stitching. The early M Coupé’s standard of fit and finish was always accused of falling short of what you’d come to expect from BMW, but it’s fair to say it’s not the case with these two cars.

    With the rear suspension dating right back to the first generation M3, compared to modern standards the ride is fidgety to say the least, and whilst the lively road holding adds to the exuberant character of the M Coupé, not surprisingly both boys thought the primitive suspension was well due an overhaul. The biggest changes can be seen in Clint’s car. With a TC Kline Racing True Match coilover system, Racing Dynamics adjustable anti-roll bars, StrongStrut front brace and the phenomenal Racelogic Traction Control System, combined, the modifications have given him new levels of confidence in pushing the car to its limits without ever having to worry about overstepping the mark. Meanwhile, Carl has found that Bilstein Sport shocks matched to H&R springs, and a front and rear strut brace from Mason Engineering and StrongStrut respectively, are more than comfortable and forgiving when it comes to playtime.

    Start up both engines, and the cars take on a different attitude altogether, begging you to thrash the hell out of them. If you thought the M Coupé went like the clappers in standard guise, try adding force induction into the equation... Basically, think TVR that’s been to finishing school. At first Carl was keen to pursue the NA route but by his own admission there’s nothing like boost, and despite his first taste of force induction leaving a rather sour taste in his mouth, he put it down to trial and error and battled on through. “After I fitted the AA C30 supercharger, I was left stranded in Atlanta, six hours from home… that kit caused me headache after headache, it constantly overheated. I wasn’t impressed with the power it made either and because they’re maxed straight out of the box, there’s no opportunity for further tuning.”

    With an initial goal of 500whp and reliability now a top priority, Carl went about uprating the internals of the engine before progressing to a Precision PT6776 turbocharger. “I had my doubts when it came time to crank; it’s something that I can’t describe to anyone except those that have done it themselves. There is so much pressure, time and money waiting on the turn of a key. It was one of the single greatest moments in my whole life when it started first time, and the only problem was a small gas leak which took a few seconds to fix. “Shortly after I had the car dyno’d, we didn’t want to push it too hard on the freshly built motor, and tuned the map for low boost at 11psi (minimum wastegate pressure). The results were 445whp and 396lb ft of torque. On a recent road trip with Clint we got on it a bit, I had a tad bit of a jump on him, but he caught up quickly until we began to reach the top end and we evened out, then the small gap between us began to increase, his car is very quick,” explained Carl with a grin. The transmission has naturally been upgraded to cope with the extra horsepower, and now features a Fidanza lightweight flywheel, SPEC Stage III clutch, and rebuilt rear differential with a 2.79 final drive ratio. The anchors will be suitably upgraded later this year alongside plans to turn up the boost to 17-20psi with alcohol injection to push past 600whp.

    Clint had similar priorities in his quest for more power, as he explains, “I didn’t want a turbo that only spooled at 6000rpm or a NA powerband that died off around 5500rpm. I wanted power that was usable and reliable, and I didn’t want a dyno queen either.” Late last year Clint bought a 2005 engine from BMW, and knowing he was going to fit a Vortech V-2 SQ supercharger, got on with the laborious task of stripping and rebuilding it with uprated pistons, rods and bearings, and some minor head work.

    “Some of the earlier cars (October #2001 to February #2002 ) were plagued with premature engine damage due to lack of lubrication to the connecting rod bearings, so the later engine is far superior.” Clint’s M Coupé now yields 510whp. He hopes to utilise the same ultra efficient aftercooler water-to-air setup with a custom turbo build shooting for a safe and reliable 700whp on pump gas at moderate boost.

    “I like the predictable and linear power delivery of a centrifugal supercharger, but for brute power a turbo without the same parasitic loss of the ’charger and more flexibility is the way to go, in my opinion. The S54 has proven to make tons of power in an E46 M3 with the right turbo setup. Eventually I’d like to see that sort of power and have the world’s only street driven 1000hp S54 M Coupé,” he adds with a smile. Again the transmission has had similar upgrades to Carl’s car but the brakes are a little more impressive with a UUC/Wilwood big brake kit featuring six-piston calipers up front and four-pistons outback clamped to slotted E46 M3 discs.

    Some may argue that the M Coupé’s styling is too quirky and tasteless, others will genuinely fall in love with it, but we all know beauty is only skin deep and, especially in the case of these two examples, has much more to offer under the bonnet. Not to mention it’s much more fun having a car that polarises opinions. And let’s not forget the model is not the work of brand managers, it’s the rare result of what happens when a serious group of hardcore driving enthusiasts at BMW’s Research and Development Centre take over, working after hours to build a car in secret and then somehow convince upper management to sell the thing.

    South Carolina built, North Carolina refined, these M Coupés retain their fundamental values; quirky, impractical and nonconformist, but now they’re an even rarer beast, improved in every sense and with the drama of force induction. Carl and Clint should be very proud indeed. That team of engineers had it right, there’s nothing wrong with being individual, nothing at all.


    ENGINE: 3.2-litre inline-six S52 with CP pistons (8.5:1), Eagle H-beam rods, new OE bearings, built head including ported exhaust manifold with new springs, lifters, guides and retainers, multi-layered steel headgasket, ARP main bolts and head studs, Ferrera Competition valves, Precision PT6776 turbocharger, T04HPS 4” inlet ported compressor housing with .68 A/R T4 Tang, Tial 44mm wastegate with open dump, Tial 50mm Q blowoff valve, Hallman Pro RX Boost Controller, custom drip tank fed Tilton scavenge pump with stainless braided turbo lines, XS-Power frontmount intercooler with Spal electric puller fan (1300 CFM) and 3” powdercoated custom intercooler piping, RMR Billet aluminium fuel rail, 75lb Precision fuel injectors, Walbro 255lt fuel pump, fully stainless braided fuel system, Aeromotive AEI-13101 fuel pressure regulator with Marshall Midnight FP gauge, VAC Motorsports oil filter relocation adapter with stainless braided oil cooler lines, Peterson inline oil filter, Mocal remote oil cooler thermostat, Earl’s oil cooler front-mount PWR radiator, Meziere Enterprises expansion tank, Griffin radiator cap, custom overflow tank, Spal cooler fan (2070 CFM), M50 intake manifold with Marshall Midnight Vac gauge, 3” 90 degree welded elbow to throttle body, ASC delete, AA water/alcohol injection system, air injector delete, Power Plant Racing tuned TEC3R standalone engine management system with PLX wideband O2 controller hardwired in cabin engine monitoring system, K&N 4” inlet cone filter, 666 Fabrication stainless steel tubular T4 exhaust manifold, full stainless custom exhaust (3” downpipe to a Y 2.5” dual Vibrant StreetPower straight-through mufflers), AA 02 simulators, carbon fibre engine cover, BilletWerks aluminum caps.

    TRANSMISSION: Fidanza lightweight flywheel, SPEC Stage III clutch, Big Boy Clutch Stop, UUC stainless clutch line (clutch delay valve delete), Vorshlag poly motor mounts, UUC tranny mounts with enforcers, UUC Evo III short shifter with Effort Reducing Kit and Double Shear Selector Rod, rebuilt rear differential with a 2.79 final drive ratio, IE poly subframe bushings.

    CHASSIS: 8x18” (front) and 10x18” (rear) CCW Classic wheels custom powdercoated gold shod in 275/35 and 235/45 Falken Azenis tyres respectively. Bilstein Sport shocks with H&R Sport springs, JT designs rear shock mounts, Mason Engineering front strut brace and StrongStrut rear strut brace, anti-roll bar poly bushings. Euro-spec two-piece floating front discs.

    EXTERIOR: Motion Motorsport front splitters, vinyl black motorsport flag across bonnet, roof spoiler, side vents and kidney grille colour-coded, shaved side markers, clear bumper lenses, vented and shrouded front bumper, rear wiper and valance delete, smoked rears, 35% window tint.

    INTERIOR: Bride Exas III seats with Impact #F1 7-point camlock harness and Sparco harness bar mounted on VacMotorsports Billet Seat rail mounts, TC Design Delrin race gear knob, M-Tech handbrake handle and clutch, brake and rest pedals, Redline Alcantara gaiters with tan stitching, custom aluminum heel-toe gas pedal, #MOMO steering wheel hub and mod 07 steering wheel, Z8 starter button with relocated aux power outlet, OE chrome interior handles and door lock pins, LeatherZ door armrests and centre console, Gary’s GM mirror adapter, Subaru 2.5 RS dash-mounted pod with #Defi oil pressure, engine and exhaust gas temperature and boost gauges, PLX DM-5 wideband O2 sensor.

    ICE: #Panasonic CQ-VX100U in-dash DVD receiver with 7” touch-screen (including integrated navigation and eightdisc changer and iPod interface), MB Quartz speakers, Hawker marine battery with hardwired trickle charger.

    THANKS: My wife, family and friends, Greg at Jonesmechanical, Chris at, Hung at, Kevin at Bush machine, Chad at Cross hose and fitting, Jon at 666fab. com, Summit Racing. If you’d like to have some of Carl’s handy work under your hood email carl. pardue@gmail. com.


    ENGINE: 3.2-litre inline-six S54 engine fully balanced and blueprinted, with CP Pistons (9.5:1), Pauter rods, ported and polished head, five-angle valve job, #Vortech V-2 SQ S-Trim supercharger, custom intake pipes, RMS dual aftercooled intake manifold, custom front-mount aftercooler heat exchanger, Johnson aftercooler water pump, Siemens 633cc high flow fuel injectors, Walbro 255lph fuel pump and custom lines, Aeromotive fuel pressure regulator, high pressure oil pump, Denso Iridium IXU-24 spark plugs, plasma coil packs, S54 Alpha-N ECU programme (MAF delete) and custom software, ceramic-coated Euro-spec CSL headers, custom exhaust mid section with high flow cats, custom UUC rear exhaust section.

    TRANSMISSION: UUC Stage 3 8.5lb flywheel and clutch, stainless clutch line (clutch delay valve delete), UUC Red tranny mounts with enforcers, Euro-spec #E36 #M3 Evo six-speed ’box, Rogue Octane short-shift kit with weighted selector rod, custom shortened shift linkage and shortened and balanced driveshaft, custom-built rear differential with 40% lock up and a 3.64 final drive ratio, Ireland Engineering subframe bushings.

    CHASSIS: 9x19” (front) and 10x19” (rear) HRE C20 powdercoated gold wheels shod in 245/35 and 275/30 Toyo Proxy T1-R tyres respectively. TC Klein True Match (double adjustable) coilover system (including #Koni adjustable shocks and VVS springs rated at 500lb front and rear), adjustable camber/caster plates and rear shock mounts, upgraded front lower control arm bushings, Racelogic Traction Control System, StrongStrut front strut brace, Racing Dynamics adjustable anti-roll bars, custom front anti-roll bar endlinks. UUC/Wilwood big brake kit (six-piston front four-piston rear), slotted E46 M3 discs, stainless steel brake lines.

    EXTERIOR: AC Schnitzer front splitters, rear wiper deleted, custom Hella 5k HID Projectors with hyper white angel eyes, Euro-spec clear front marker lights, white and grey BMW and ///M badges.

    INTERIOR: UUC pedal kit, Z8 starter button, Alcantara gaiters with M tricolor stitching, Alpine white steering wheel and doorcard trim, X5 footwell power outlet and lighting kit, custom steering column-mounted dual pod with AEM digital boost/vac gauge and air/fuel meter.

    ICE: Pioneer AVIC-Z2 #Pioneer in-dash DVD player/navigation system with iPod integration, custom iPod mount, relocated HVAC Controls.

    THANKS: My Girlfriend, Christina, Jason D and all of Homegrown Motorsports, my company the Analysis Corporation, all the Z3 Coupé friends and enthusiasts friends from around the globe.
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