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    This, quite literally, show-stopping UK #E28 boasts an impossibly shiny #M106 under the bonnet, a massive turbo and the small matter of 500hp. In a word: epic. Built with sheer passion and devotion, this stunning 500hp #BMW-E28 is the ultimate evolution of a near decade-long project. Photos: Steve Hall.

    We all love our cars (when they’re working) but it’s rare to come across someone for whom their car really is everything to them. Marsel Theodhori is one such man. His passion for his E28 is unrivalled in anyone I’ve ever met, and it’s this raw, unbridled passion for what was once a humble E28 that has driven him to build one of the finest examples out there. I have a soft spot for the E28 – I owned a #518i Lux for a year some time ago, which I bought for the princely sum of £400. It was so charming, characterful and modern in the way it drove, that it instantly became a member of the family. It didn’t miss a beat over those 12 months and when the time came to sell it, I was genuinely sad to see it go. I think about it often and the way it has lodged itself in my memory and affections means I can definitely relate to the way Marsel feels about his.

    Marsel is an interesting man – passionate, intense, intimidating perhaps, but a really nice guy and one with more than a few stories to tell. And his E28 is even more interesting. His love for the second generation 5 Series began when he was just 14 years old. “Growing up in Albania, my neighbour had a white E28 #Alpina and every time I saw it, I thought it looked fantastic. I loved the looks and my dream was to one day have a car like that.”

    Fast forward to 2005 and by now Marsel was in the UK when he spotted this humble #E28 #525e . He had loved it from afar, with it belonging to his good friend, Nick Rundall. When Nick wanted to move on to a newer model (and knowing that it needed work and that Marsel was in the motor trade), he gifted him the car, beginning a nine-year journey which resulted in the car you see in front of you.

    Marsel has named this car the Black Eagle, a touching patriotic nod to his homeland of Albania (whose red flag bears the image of a black double-headed eagle) and the Order of the Black Eagle, the highest title that could be bestowed upon a citizen of Albania.

    The last time the E28 saw the outside world was in September 2012. Marsel had spent seven years working on the car at this point and had built it up to a very high standard. He had sourced an M106 engine for it, which was fitted to an #E23 #745i – a 3.4-litre turbocharged straight-six that was loosely based on the #M30 , developing 252hp at 6psi (0.4bar) of boost. That’s a good starting point, but Marsel wasn’t content with that so a whole host of work went into the engine to get it uprated to handle a serious increase in power.

    Marsel’s E28 was suitably recognised at that point for the great car it was; it even had a brief moment of fame in print: “It had a feature in Total #BMW in April 2012 and it had been appearing at most of the shows that year. It was putting out 360hp+ and I travelled to a lot of places, enjoying the result of a very long build. I was just making the most of it so I was really driving it hard and the car was responding well. It made an impressive appearance at the Gaydon BMW Festival and the Santa Pod BMW Show that same year where it won Best of Show.”

    Show glory is one thing, but 360hp is another and Marsel is the sort of person who enjoys driving his cars. “I’m an engineer by trade but also a very heavy-footed driver,” he says. “I really love driving sports cars to their limits. Well, that pleasure cost me one day when I blew the #K27 turbo, which was the original item fitted to the M106 by BMW. That turbo was designed originally for 0.4bar and I was pushing close to 1bar for about 3000 miles until it started to smoke off throttle. The car came off the road at the end of September 2012.” That’s when Marsel started to think big. He decided to make the most of the unfortunate situation and realise the true potential of his E28: “I wanted to build a car that would win shows and blow people away. I wanted to build the best E28 that I could,” he says.

    Step one was choosing a new turbo that would give Marsel the power he was hungry for. “The K27 was removed and I started making plans for a new, more sophisticated turbo. Considering the potential of these engines, I had to seriously consider a major upgrade on all fronts. Unfortunately, in this country we have a limited market for such applications and turbochargers. Therefore there was only one place I could look to: the USA. In the States there are hundreds if not thousands of stockists and manufacturers of performance parts and turbochargers.

    “Hunting for the best deals, I came across a #Garrett-GT4202 turbo for half of the UK price and bought it straight away.” The #GT4202 is rated for up to 1000hp, giving Marsel plenty of headroom on the power front. However, it is significantly larger than the K27 so it gave Marsel a bit of a headache when it came to fitting. “I had the turbo hanging from the ceiling at one point,” he explains, “and I was lowering it into the engine bay so I could tie it into place. That meant I could start calculating how it would sit in the engine bay and what sort of manifold I would need to fabricate for it.” The massive turbo fits in the engine bay, just, but there was the small matter of the bonnet getting in the way, so Marsel had a custom item made with a neat cut-out for the turbo to peep through.

    While the whole car is finished to an incredibly high standard, the engine is what this car is all about. When the bonnet pops, the engine bay draws in BMW fans like bees to honey. Every square inch of the bay has been polished to within an inch of its life, every hose is braided, every pipe is blue and the blue-and-red colour scheme has been executed with serious attention to detail – the oil filler cap is blue and even the washer fluid and coolant are red and blue.

    The turbo sits on a beefy modified M106 manifold with a custom stainless steel top mounted flange neck, with a 4” downpipe, which slims to 3.5” to clear the bulkhead before expanding to 5” for minimum restriction and splitting into two 2.5” pipes which run to a custom Frtiz’s Bits back box. The turbo itself is served by a 5.5” core chargecooler with a custom top panel, itself mated to a 55mm twin-core 500x630mm chargecooler rad. You won’t find any highflow induction kits here – the turbo has been fitted with some silver mesh, presumably to stop people and animals from being sucked in, and that’s it. Beyond the bling, there’s serious engineering evident wherever you look: the turbo is braced against the engine and the entire engine is braced against the strut brace. This is because once, under hard braking, the engine tilted forward a fraction and that was enough to push the viscous fan into the thicker rad that Marsel had fitted. To ensure that doesn’t happen again, he took the precaution of bracing the engine to stop any unwanted movement.

    Of course, the dazzlingly shiny exterior is just the tip of an extremely comprehensive iceberg. The data file reads like an engine builder’s wish list and no expense has been spared in building an engine that will deliver a lot of power happily and comfortably, day in, day out.

    The H-pattern con rods and #Mahle forged low compression pistons have been carried over from the previous build, along with the #Glyco race bearings, but the ported and polished NA cylinder head is new, as are the titanium double valve springs, sodium-filled exhaust valves and titanium rockers and rocker shaft lockers. The engine is fed by twin #Bosch 044 fuel pumps, and there’s a fuel cooler, 1000cc Bosch injectors and Marsel has used an #E34 #535i inlet manifold with an original 3” reverse-mounted throttle body. It is the engine you would build if you could.

    As the old saying goes, power is nothing without control, and Marsel has ensured that every supporting component has been suitably upgraded to ensure that the rest of the E28 can handle all the power that’s being developed by the engine. On the transmission front there’s a fully-rebuilt dogleg gearbox with a custom short clutch master cylinder, M535i driveshaft and propshafts, restored 3.07 M5 LSD and upgraded race-spec motorsport diff mount. Peer under the rear of the car and, as well as an immaculate and impossibly polished back box, you will see the diff cooler and diff pump mounted below. On the suspension front you’ll find #GAZ Gold race coilovers all-round with 550lb springs up front and 250lb rears, which have been carried over from the first build, with fully adjustable rose jointed front upper top mounts, fully adjustable rear top upper mounts, front and rear thicker, uprated antiroll bars, with Powerflex bushes all-round, new wheel bearings and all the various suspension components have either been renewed or reconditioned.

    The brake setup that Marsel had first time around worked well enough for him to keep it so he just renewed the components with four-pot front Brembos calipers from an E31 840Ci and 324mm discs and 300mm rear discs mated to E28 #M535i calipers, with Goodridge braided hoses throughout. Marsel hasn’t forgotten about the looks in all of this and has poured his heart into getting the exterior styling exactly to his tastes. The body was stripped and the car was given the full M5 treatment, while new headlights and chrome rear lights have also been fitted. Various components have been polished and rechromed, such as the window surrounds, door handles and the C-pillar inserts, with the resulting brightness contrasting beautifully against the Jet black paint.

    The wheels are an interesting choice. Previously, Marsel was running #BBS RSs before switching to these Fomb 17s, which he’d had refurbed in black for its big reveal in 2014. He had been planning to get the BBSs ready for our shoot, but as they needed to be refurbed and have new barrels, it was no small task. Also, as he pointed out, everyone has BBS RSs – they’re gorgeous, classic and iconic wheels, but they are a bit of a trend right now. Marsel wanted something different for the E28 and that’s when he decided to stick with the Fomb wheels, and give them a fresh look by getting the dishes diamond cut. The end result? Pretty spectacular. With an all-black finish, the dishes were completely lost, but now you can really appreciate just how dishy they are and they tie in perfectly with the polished elements across the whole car.

    The interior hasn’t been touched during the past two years but it was so nice there was no need to do anything. The retrimmed front seats still looks like new, as do the recolonised rears and, despite the colour, the carpets, door carpets and doorcards are completely original, which is particularly impressive as they are insanely clean.

    “I really wanted to impress the UK BMW world by getting out to all the shows this year. I badly wanted this car to shine like a star and drive like a bullet so the final piece of the puzzle was to give the car another remap,” Marsel explains. “The only man that I would ever trust in tuning this car is Sam Borgman at TDI in Lakeside, Essex. Sam and I have spent a considerable amount of time together in perfecting this car. On 3 August the car was on the hub dyno being tuned and ready for the road. Sam had it set within a couple of hours and managed to get a comfortable 500hp which I think is more than enough for driving pleasure. The car is now running like a dream – just like I wanted it to be.” And with that, it was time to unveil his creation to the world.

    “The first major show I took the car to was the Gaydon #BMW Festival. It got a lot of interest from all the visitors throughout the day and I had the chance to meet and chat with some true motoring enthusiasts. I had plenty of tech talks during the day and I really enjoyed it. It was actually the first time I had taken my wife Leonora to a car show and she was also amazed as to how many people really loved the car. That day I won Best of Show and I felt very happy and proud of this achievement.”

    That’s been pretty much the formula for Marsel and his E28 – turn up to a show, wow the crowd and take home silverware. Almost Famous at the Ace Café? Best of Show. Players? First out of the top 20. Santa Pod BMW Show? Best of Show, which, as we mentioned, he’d already won with the car in its previous incarnation back in 2012. Then there was the time he went along to VAGRoots for fun and, despite it being a VW Audi event, he also won the show. But Marsel said he had set out to build a showwinning car, and that’s exactly what he’s got.

    “I believe that I might just have built something extra special. An E28 with a great character and amazing features, fine definition and desirable styling. A powerful, black, mean, luxurious, classic BMW E28 from the ’80s had to be the car for me. Building a car like this has not been easy. I’ve had a real love/hate relationship with the car. Throughout the build it has tested my patience many times but I never gave up and, having spent nearly ten years building it, I have had the opportunity to meet some great guys along the way that have become good friends.”

    Ultimately, it’s all been worth it and the results speak for themselves. It’s an astounding build, technically outstanding and finished to a very high standard. More than anything, it’s fantastic to see someone pouring this much love into an E28 and helping to preserve one of these classics in such spectacular fashion. Furthermore, with no intention of ever selling it, this E28 will always remain part of Marsel’s family.

    ENGINE: 3.4-litre straight-six M106 ( #M30B34MAE also called version M30 engine with turbo and pistons), new H-pattern con rods, Mahle forged low compression pistons, Glyco race bearings, ARP full bottom end bolt kit, lapped fully balanced crankshaft, flywheel, clutch and front vibration damper. #S38 clutch and non-dual mass flywheel, E34 535i modified oil pump (50psi idle) crown cooler spray oil jets located at the main block housings, M5 engine relocated oil cooler, ported and polished NA cylinder head, forged M106 turbo camshaft, titanium double valve springs, sodium filled exhaust valves, new stainless steel valve seats and new re-cut inlet valves, titanium rockers and rocker shaft lockers from PPM, custom head gasket made by PPM, full engine gasket kit, new water pump, customised aftermarket #E36 M3 60mm core radiator, #E39 #M5 viscous clutch and blade, 41mm Samco top and bottom hoses, new expansion tank and level sensor, Omex standalone 710 ECU, Bosch lambda sensor, Vauxhall V6 Vectra coil pack, new custom cut and made to suitable lengths 8mm silicone high performance HT leads, #NGK heat range nine spark plugs, 3bar map sensor, Omex TPS, fully stripped and rebuilt polished alternator and fixings, new Bosch starter motor, twin Bosch 044 gravity fed fuel pumps, fuel cooler, 1000cc Bosch EV14 injectors, Aeromotive A-1000 FPR, AN-8 Aeroquip teflon supply and AN-6 return fuel pipes, modified E34 535i inlet, 3” original reversemounted throttle body, 3” aluminium and Samco pipe work, 5.5” core aftermarket chargecooler, Bosch EVT water pump, 55mm twin core 500x630 chargecooler radiator, AN12 Aeroquip feed and return water pipes and fixings, modified #BMW-M106 turbo manifold, custom stainless steel flange top mounted neck, original M106 stainless #M10 exhaust studs x 12, GT4202 Garrett turbo, HKS 60mm external wastegate, 4” downpipe reduced to 3.5” by the bulkhead, 5” by 300mm flexi joint then split to 2x2.5” pipes all the way to custom turbo Fritz’s Bits back box, 4x M10 rose jointed supportive custom alloy bars.

    TRANSMISSION: Fully rebuilt five-speed dog-leg gearbox, custom short clutch master cylinder and relocated fluid container, M535i driveshafts and propshaft, restored 3.07 M5 LSD, diff cooler and pump AN-10 Aeroquip fixings and braided teflon hoses, upgraded race-spec Motorsport diff mount, all bolts and mountings replaced with stainless spec and chrome plated items.

    CHASSIS: 8.5x17” (front and rear) Fomb wheels with 235/45 Bridgestone tyres, GAZ gold race coilover kit with 550lb front springs and 250lb rears, fully adjustable front upper top mounts rose jointed, fully adjustable rear top upper mounts rose jointed, rose jointed rear lower shock pin mounts, all suspension components replaced or reconditioned, all steering linkages renewed, new front Motorsport anti-roll bars 25mm front and 19mm rear, Powerflex bushes all-round, reinforced front lower alloy brace under the bumper, #E31 #840Ci four-pot #Brembo calipers (front) with 324x30mm discs, E28 M353i calipers (rear) with 300x15mm discs, Goodridge braided hoses all-round, E32 master cylinder, all original hard pipes re-powdercoated green.

    EXTERIOR: M5-spec body styling, new wings doors and bootlid, Shadowline bumpers, custom turbo bonnet, Motorsport rear spoiler with carbon fibre top section, green tinted cabin glass with blue front windscreen upper sun visor, Moon roof glass panel with purple fibre wind deflector, new headlights and chrome rear lights, original rear number plate, window trims and door handles polished and rechromed by Ospreys metal finishers in Borehamwood, all window rubber weather strips were replaced.

    INTERIOR: Front seats retrimmed by B-Trim, rears recolonised, new dashboard, original carpet, doorcards and headlining, new gear knob colour-coded in interior leather, new Motorspost odometer, new tachometer, new M Tech 1 steering wheel.

    THANKS: All the people that have contributed to the build and to maintaining this vehicle: Daryl, Paul, John and Ryan at Osprey Metal Finishers, Rob, Miles and Chris at Hartoms Engineering, Alex Austin at Torques UK, Richard and Dave at Fritz’s Bits, Guy Higgs at Omex UK, Neil, Adam and John at BTrim, Sam and Mark at TDI, Simon, Eldwin and Dave at EMP Exhausts, Richard Ryan and Carlos at Manor Body in Enfield, also thank you to my family for their support and to Drive-My.
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    NEW SIX ON THE STOPS #BMW-2.8L automatic

    We see a lot of bagged cars but it’s rare to see something as majestic as this classic #BMW-E3 on air, and it’s a corker. The E3 was a revolutionary model for #BMW in the 1960s. This Belgian example gives the old-skool formula a 21st century twist.

    ENGINE & TRANSMISSION: 2.8-litre straight-six #M30B28 , automatic transmission #ZF .
    CHASSIS: 8x17” (front and rear) #BBS RC 008s, AccuAir air-ride suspension setup.
    INTERIOR: Original seats retrimmed in leather, renewed wood trim, original radio.
    EXTERIOR: Full respray in original colour.
    THANKS: SG Motorsport, Kean Suspensions.

    The 1960s were turbulent but exciting times for BMW. The late- Fifties had seen much financial strife, with the gorgeous #BMW-507 roadster proving too expensive to be profitable, the Isetta-based microcars selling badly, and the motorcycle market imploding. BMW’s board of directors even proposed a merger with #Daimler-Benz in #1959 – imagine! – but this was vehemently opposed by dealers and shareholders. What the company needed was a shot in the arm, a new direction. And that came in the form of the Neue Klasse. Debuting at the 1961 Frankfurt Motor Show, the fresh new BMW 1500 demonstrated a solid set of values that have carried on through the model range ever since; it had disc brakes and all-round independent suspension, offering the latest technological developments in a wellequipped car that, while selling at a premium price, wasn’t absurdly out of the reach of the man on the street.

    Job done then, yes? The 1500 morphed into the slippery 2000C/CS coupés and the iconic ’02 series, and so BMW’s 1950s personality-split between big luxury cars and economical micros was smoothly merged into one logical 1960s whole.

    Ah, but that wasn’t the end, of course. You can’t build an empire on just one idea. BMW had been keeping a keen eye on Mercedes- Benz, eager to ensure that they could compete on all levels with their rivals over in Stuttgart. Benz was dominating the large luxury car sector, and BMW wanted to muscle in with a range that could both compete and offer a sportier edge. And the result? The New Six. The thinking behind this is what carries through to the modern Bee-Em that may well be sitting on your drive right now – luxury, with sporting intent and technological capabilities in spades. The poster boy for the New Six has always been the Batmobile – the superaerodynamic racy variant of the E9 3.0 coupé, the #CSL – but it’s important to remember that this mould-breaking range featured two body shapes: alongside the #E9 Coupé sat the car we’re looking at here, the E3 Saloon. The Neue Klasse’s hardy #M10 four-bangers were comprehensively reworked into the six-pot #M30 range, and the New Six styling featured such details as the twin-headlights-in-grille and the celebrated Hofmeister Kink that have since become BMW staples. At launch, the #E3 was available in either 2500 or 2800 flavour, and it’s the latter that we’re looking at today.

    This particular 2800 is owned by Belgian Kevin Pourtois, who’s taking the current stance scene’s excitement over retro motors to its logical conclusion, bypassing the E21s and E12s of the 1970s and diving right back to the previous generation (okay, his E3 is a #1976 model, but the ethos remains true…). So, was this a conscious decision to shake up the scene a little? “Well, no, actually,” he explains, “this was actually my grandfather’s car. It was sitting there in the garage in perfect condition, just waiting for me! So this is more of a sentimental project…”

    Keeping the concept all in the family, Kevin set about refreshing and contemporising the revolutionary old motor car along with his father. “First, we started with the interior,” he says. “The seats themselves were in good condition, but we wanted to recover them with something a bit more contemporary, so they’ve been retrimmed in quality leather.” You can see from the pictures that this was a good move, the creamy hue neatly complementing the otherwise bone-stock insides. These old E3s have a lovely solidity about them, and details such as the lozenge-like instrument binnacle and slender heater controls speak of a time of uncluttered simplicity. It’s a very classy place to be, and even more so now that it’s slathered in baby-soft cowhide.

    “I have to admit that we didn’t make a lot of progress for some time after that,” Kevin concedes, “but after a while I just decided it was about time I rolled up my sleeves and got stuck in.” And so he, along with his father, attacked the project with renewed vigour, starting with the engine. The future plan is to swap the venerable old M30 out completely for something else, but in the meantime they’ve had the 2.8-litre six refreshed by SG Motorsport to ensure that all is running as it should. You’ll notice the ‘i’ badge on the bootlid too, indicating that this car is running fuel injection rather than the launch-spec carburettor setup.

    With motive power taken care of, they turned their hands to paint – or rather, one of Kevin’s friends did. “We wanted to keep the original colour, as that’s what my grandad chose, so I asked a friend of mine to refresh it in the original shade,” he explains. And you’ve got to admit that it looks pretty damn perfect. It’s a mysterious greeny-blueygrey that’s at once subtle and classy, and also pure hot rod. It complements the 2800’s oodles of extra chrome rather neatly too. It’s at this point that the project took rather a radical turn. Now, E3 aficionados will happily fill you in on the details of the car’s factory suspension setup – rather radical in itself, for its time, featuring Boge Nivomat self-levelling trickery at the rear – but that sort of pub-bore geekery won’t win you any trophies. So Kevin decided to take the concept of self-levelling to the next, er, level by having a word with Kean Suspensions. Regular readers will have spotted this name cropping up with increasing regularity of late, as the renowned altitude adjusters’ star rises in the stance sphere. And in Kevin’s eyes, their famed prowess in air-ride systems was exactly what he needed to freshen up the attitude of his grandad’s old Beemer. “I asked them to build me an AccuAir system, because I wanted this to be a fun project,” he grins. And the quality of the install manifests itself in two key ways: firstly, the neatness inside – that uncluttered BMW dash and console look factory-stock, if gently patinated, and it takes a moment to locate the air-ride controls. Go on, have a peek, see if you can spot them…

    Secondly, there’s the way the thing sits. There’s something about these large, slabsided old barges that lend themselves very well to being aired out and kissing Tarmac, isn’t there? Like some kind of vast snake, slithering on its belly. The wheels are neatly tucked, a bold wedge of camber presenting itself at the rear – it’s the perfect way to pull that ’60s style right into 2014.

    Oh yes, and those wheels. It’s always a tricky business bolting newer rims to a classic car, isn’t it? For every tastefully executed #E21 on a set of boxfresh Schmidts, there’s a shonky 2002 on ’90s three-spokes – you’ve just got be very careful with your choices. Fortunately for Kevin, his eye was bang on with this one. The E3 wears BBS RCs: “Because I just really like these wheels, I never considered any others!” he says. And they do work perfectly with the overall aesthetic; while clearly modernising the silhouette, that newness becomes less jarring in conjunction with the panscraping stance created by the air-ride. And hey, they’re hardly new-new, they’re a classic wheel in their own right now. Again, it’s all just about the appropriateness.

    He gives us a coy smile when we ask how much this retro uniqueness has set him back so far: “A lot,” he replies enigmatically, “but when you love something, you don’t count the money! This always had to be something a bit special, being my grandfather’s beloved old car, so I couldn’t do anything that would totally alter its character, and yet I wanted to do something fun that would make it stand out on the scene. I took some inspiration from forums and car shows, and I basically just wanted it to be a bit different, more oldskool.” It was lucky that this family heirloom was waiting in the wings, then – it’s turned out to be the perfect base for a project with such clarity of vision.

    All of those gorgeous classic touches, such as the fuel filler that sits behind the hinged rear number plate, the tall windscreen above the slender nose that makes it look like a Pixar character, the ‘automatic’ script on the bootlid, and the ohso- retro ashtrays in the rear doors, are superbly modernised by the simple concept of sitting it lower to the ground. And sometimes, with the right car, that’s pretty much all you need to stand out – no sense in changing things for the sake of change. Kevin’s E3 takes a near-perfect package and adds the finishing touches to create a showstopper. A success, wouldn’t you say?
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    TOMMI’S #BMW-2002-Touring

    Once again I have been away a lot this month with my racing job to Japan and China so have had very little actual free time to get on with the project. To rectify this I set myself a weekend aside, got a few of the lads together, and cracked on with the car.

    I began by stripping the rest of the junk from the Nissan engine, like the original mounts and basic wiring looms, and used my new engine hoist to lower the block without the gearbox into its rough position. It’s amazing how similar it is to the original 02 engine block in shape and looked like a great fit so I took it back out and attached the Nissan gearbox with a couple of bolts and attempted to fit the whole lot back in. It was a little tight in there so I removed the old twin servo brake lines, a corner of the battery tray and some of the front panel. Inside the car I cut a large slot around the old gear lever as the Nissan lever sits in a square solid mount which is higher than the #BMW one.

    With everything finally going into position I hit a rather large snag. The engine was balancing on the steering crossmember due to a larger Nissan gearbox bellhousing. Unfortunately this called a halt to the day’s work so we all bundled into my friend’s #E30 and went to Fritz’s Bits to collect some parts. Once back we treated ourselves to a nice cider and tested the now fully fitted rear #E24 seats.

    Whilst I was away I had access to eBay so I bought lots of parts ready for assembly over the winter. Most of the parts are for the fuel system which will tie in with the fuel tank, which is being fabricated at the moment. It will be a complete aluminium system and because it is raised up higher than the original tank it will allow me to run a diffuser on the rear. A big problem I had with my other #BMW-2002 was that the original tank had no baffles and under hard cornering I had fuel starvation problems so a baffled tank and the swirl pot will fix this.

    The final chapter of this month’s modifying was picking up my wheels from the machine shop. These are not the wheels that I will be travelling to Norway on but the car will be stanced to fit them nicely. They are magnesium F1 ensign wheels from the ’70s. The fronts are 11x15” and rears are 12x15”. They are different offsets so should have a lot of poke on the rear. Next month I will be getting them powdercoated and adaptors made.

    Tommi’s #2002 has been treated to E24 rear seats and a baffled tank .
    • Hello again Drive-My readers. I hope you are all staying out of the cold, miserable weather in the UK. Unfortunately this month I have not spent much Hello again Drive-My readers. I hope you are all staying out of the cold, miserable weather in the UK. Unfortunately this month I have not spent much of it myself in the UK. It’s been really hard working away in Bahrain and getting a tan so I’m sorry but I have done very little to the car this month.

      I have, however, now overcome the biggest stopping point of the engine fitting in the car. I have now had the small bar that links the two steering tiller arms on the car that used to rub on the bellhousing modified so that it clears. I had my friendly local engineering company, Ashbrook Engineering, in Devon, build up a jig to bolt the link arm in place then cut and shut a new bar into position. I used a spare link rod that I found at Fritzs Bits but Ashbrook said that I can keep the jig that it built so I can modify my own one should I need a spare.

      I have assembled some of fuel system into the car, which I was doing last month, and fitted the battery and new heavy duty clamp but most of my time this month has been spent ordering parts from my hotel room or waiting for parts from China to arrive back at home. I have turned my living room into a storage place for these parts, which has not made the girlfriend too happy but I like to make sure all my components are nice and cosy.

      My magnesium three-spoke wheels are at the powdercoaters but, as you can see from the pictures, my Minilite split-rims are back from the blasters. Luckily I managed to split the centres out so I can do a really nice refurb on them over the Christmas period. I’m off to Brazil at the end of this month so more eBay’ing is needed ready for a nice big push next month as I then won’t be flying away for at least four months.
        More ...
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    As this bagged #E28 goes to show, it’s the little things that can make a big difference when it comes to modifying. Luke Ward’s low-slung #518i is all the proof you need that you don’t need to mire yourself in complexity to build a stand-out ride… Words: Daniel Bevis. Photos: Paddy McGrath.

    Ah, the simple life. It’s what we all crave, isn’t it? If we’re really honest? #2014 is a frighteningly complicated place to live. There’s a device in your pocket that pretends to be a telephone but in fact acts as a gateway to all of mankind’s information, thoughts, opinions and, er, pictures of cats. The TV has a lot more than four channels these days. That other device in your pocket has 22,000 songs on it, and the one in your bag has several thousand books. We’re overwhelmed by choice, decisions, the crushing weight of complexity. The arms race to own the latest natty gizmo. The freshest way of reworking and digitising things that have happily existed in analogue form for generations. Surely it’s time for everybody to slow down for a moment, look up from their phones and remind themselves that there’s a bright blue sky up there?

    Well, possibly. Depends on your outlook on life, really. Some people hanker for simpler times, more hands-on ways of doing things, human interaction, home-grown vegetables, quality pencils, proper cutlery and handkerchiefs. Others are the sort that’ll happily queue all night outside a shop to buy a particular mobile telephone before anyone else, who’ll have four screens on the go at once so they can be constantly refreshing Facebook, Twitter and Instagram while they half-watch an episode of Breaking Bad that’s streaming through a cluster of blinking LEDs in the corner, that think seven quid is a not unreasonable price for a spiced pumpkin latte. It takes all sorts to make a world, and we’re in no position to judge.

    With this in mind, Luke Ward is in the former camp. An old-skool retro revivalist who likes to do things the traditional way. As you can see from his #E28-518i #M10 , the idea here is very much to preserve originality and give it a contemporary twist, rather than muck about with faddy, fashionable notions like swapping in a #VANOS heart or retrimming the seats in Rolls-Royce’s most exclusive hide. This, folks, is a 5 Series survivor – a car that has swallowed whole a decade or two of commuting (or family life, or travelling sales-maning, or whatever characterised its early years), brushed off the dust of the world with casual aplomb, and just kept on keepin’ on. Its reward? The acceptance into the warm embrace of a chap who likes old-skool motors, and likes to sit them on the floor.

    Some might call it patina, and they’d be right to do so. Patina, you see, is a concept that’s become rather jumbled in the public consciousness of late. Pronounced ‘PAT-in-er’ (not ‘per-TEE-na’, as our American cousins often insist), many people today think that it merely signifies rat-look, be it natural weathering or the sort of forced rusting that’s encouraged by stripping the paint off with Nitromors and then urinating on it (you may scoff, but it’s fairly standard practice in forced-rat circles). But there’s far more to it than that. You know the green oxidation that you get on copper, like you see on the Statue of Liberty? That’s patina. It can also just mean a fine layer of something on top of something else – ‘a patina of frost on the pavement’, say. But the definition we’re scratching around for here is the third and most important one: a change in appearance caused by long-standing behaviour, or the sheen on a surface caused by much handling. In short, ‘patina’ denotes the look of something that’s been well-used. And that describes this E28 perfectly.

    “As a kid I’d always loved the shape and style of the E28,” says Luke, with the whimsical smile of nostalgia. “This one came up for sale locally and I just had to have it. When I bought it, it was on cut springs and fake BBS RSs – I loved the patina and had no plans to change it, I was just going to leave it as it was. But, you know, I got the itch to modify…”

    Some of you may have flicked through the photos already and found yourselves scratching your heads in bewilderment at how a magazine such as this, ever priding itself on bringing you the cleanest, freshest, most cunning and aspirational builds, has featured a tatty #1987 518i with peeling lacquer and holes in the seats. But again, that does the car a disservice. You know what we love about this #BMW-E28 ? It’s honest.

    Oh yeah, and it’s badass too. You see, the preservation of originality will only take you so far before something has to give. We may be painting a picture of Luke as some sort of flat cap-wearing traditionalist, but he’s actually waist-deep in the stance scene and proudly so. What he’s done here, then, is to enhance and modernise this originality rather than merely pin it to a butterfly board and lock it away in a glass case. Yes, the engine is still the standard 1.8-litre M10, but its stock 100hp-ish has been slightly beefed up by a custom Pipercross filter and a unique Longlife straight-through stainless steel exhaust system that peeps upward from the rear valance like a toddler playing peekaboo. It won’t set the world on fire, but it’s simple, honest, and it works. And the real badassery comes in the form of the way that it sits. This is the kind of stanced retro aesthetic that we just love, taking the classic form and mercilessly slashing a few inches from the ride height like some manner of scythe-wielding commando. Dumped, you might say. Slammed. Whatever. It’s down there among the weeds, and it looks ace on its belly.

    This is all thanks to that perennial chum of the modern altitude-adjuster – air-ride. “I bagged it because I knew how low these cars were capable of going, but still wanted to be able to comfortably drive it daily,” Luke explains. “Air was an easy choice – drive low, park lower.” Amen to that. Specifically, we’re looking at a two-way setup involving custom Gaz struts and Air Lift bags that allows the timeworn chassis to de-stilt itself at the flick of a switch, the simple construct meaning that each axle’s bags run from the same air supply line – the fronts go up and down together, as do the rears. Some aficionados prefer the infinite adjustability of a four-way setup but hey, there are less bits to break or leak in a simpler two-way, right? And again, simplicity is key to this project.

    The wheels, however, are one area in which we can allow a little concession from the game plan. We reckon Luke’s okay to deviate from the simplicity pursuit here, as the pernickety detailing of these BBS rims really is a joy to behold. They’re a set of RC090 Style 5s – a much-underrated rim in #BMW circles, we think, and equally as imposing to behold as the fabled RS – and they’re rocking mirror-polished rims, white centres and gold bolts, like a quartet of delicious cakes you’d find on My Big Fat Gypsy Wedding (this is meant wholeheartedly as a compliment…). The wheel choice acts as a glorious aesthetic counterpoint to the patinated originality of that 27-year-old metallic black paintwork, with its peels, scuffs and stonechips – the rims are flawless, and they look bang on tucked deep inside those (again, original) arches. It’s old vs new, father vs son, A New Hope vs The Phantom Menace.

    “RC090s keep things classic and classy,” is Luke’s justification for the choice. “The dishes were refinished by Pureklas, who I’ve always trusted with my wheels; Split Rim Refurbishments (SRR) supplied me with all new gold hardware, and I rebuilt them myself at home the way I wanted them.

    “Reactions have been surprising,” he continues. “After all, all I’ve really done is enhance the car’s looks, but the positive comments have been overwhelming. Even from the older folk, they love it!”

    Perhaps our favourite area of the car, though, is the interior. It’s got to be, hasn’t it? There are few things more evocative in life than beaded seat covers. Much-derided in recent times, and cast into the gallery of regret along with a million Nissan Bluebird minicabs that shamelessly wore them, they’re now being recognised as something of a guilty pleasure. Feeling those polished wooden beads gently kneading your backside, you’re transported back to childhood. You’d forgotten that your dad had these in his car, hadn’t you? But he did, juxtaposed with his Feu Orange air freshener and his yellowing, dog-eared, nineyear- old road atlas. We get so caught up in the excitement of people shoehorning the latest carbon fibre-shelled Recaros, rollcages and flocked dashes into their old-skool rides, we forget just how lovely it is to feel the quality design of the original, to sink gently into crumbling foam that’s nearly three decades old. That, above all, heralds the idea that’s been humming within this E28 all along: it’s not in-your-face, it’s not bullish or boisterous, it just is what it is. Simple. Timeless. And really rather refreshing.

    ENGINE & TRANSMISSION: #M10B18 1.8-litre straight-four, custom Longlife straightthrough stainless steel exhaust with upswept tail, custom Pipercross foam panel filter.

    CHASSIS: 8x17” (front & rear) custom #BBS RC090 Style 5s with polished lips by Pureklas, gold bolts by SRR and white powdercoated centres, 185/35 Nankang NS-2s, 20mm hubcentric spacers and longer wheel bolts, polybushed, custom Gaz struts with Air Lift bags, two-way air-ride setup, camber-adjustable solid top mounts.

    INTERIOR: Nardi Torini steering wheel, antique walking stick gear-shifter and beaded seat covers.

    EXTERIOR: Original metallic black paint, enhanced with Auto Finesse products.

    THANKS: Decked Metals (follow luke_deckedmetals on Instagram!), and the whole DM family – Laurence Turner, Michael Fogg, Todd Hammond, Abi Clarke, Ross Waterhouse, Chris Good and Will Clarkson for all the help and support.
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