Total BMW - June 2024

issue #18 PLUS RARE SOUTH AFRICAN E30 333i / E28 M5 RETROSPECTIVE 430HP TURBO 635CSi – BOOSTED CLASSIC AWESOME E46 M3 TOURING 630WHP M4 FULL-ON F82 WILD THREE S85 V10 E30 Performance icon gets taken to the next level! E36 M3 S54-SWAPPED JUNE 2024 £5.99

prestigeandperformancecar.com JUNE 2024 3 Editor’s welcome Our S54-powered E36 M3 cover car this month got me thinking about engine swaps because, to me, they are still a complete mystery. I’ve had a lot of cars over the years and have done some NA tuning, plenty of forced induction upgrades, and even supercharged my E92 M3, which was far and away the biggest performance upgrade I’ve ever had done to a car. But engine swaps are something else. Obviously, if you’re swapping in an engine that was designed for that specific model in the first place, it’s less of a stretch and while there’s still work involved, it’s not any kind of superhuman undertaking. But once you start talking about engine swaps from other models, things start getting more complicated. You’ve got to make it fit in the first place and mount correctly, mate up to the gearbox, work with the gearbox, and talk to the car’s electronics to make sure that everything around it also works. And then there’s the sheer cost involved – I once, for my sins, looked into an LS swap for my E39 540i, and it would have been somewhere in the region of £10,000 all in. Needless to say, I politely declined. So if you’ve done an engine swap on your BMW, regardless of what you’ve now got under the bonnet, I have a lot of respect for you. In this issue, we’ve got no fewer than three engine-swapped BMWs, in fact, starting with our cover car, which gains the heart that the US E36 M3 always deserved but never received, and that engine swap is accompanied by an incredible selection of upgrades that turn this build into an E36-lover’s dream machine. We’ve also got an E46 M3 Touring, so that’s a build on another level because there’s so much work involved in turning a plain old E46 estate into a full-on M3, especially with the rear arches and the boot floor for the proper quad exhaust conversion, and that’s before we get on to the engine swap. And, of course, it’s not standard, not by a long shot, and the owner has made this a seriously special homebrew M machine. And then we’ve got something at the extreme end of the engine swap spectrum in the shape of a V10 E30. Honestly, seeing that massive S85 squeezed into E30 engine bays never ceases to absolutely blow my mind, and this car is an absolute monster, a hardcore creation that delivers epic driving thrills. We’ve also got a turbocharged E24 6 Series for you; it’s definitely not your usual classic Six, and while it’s definitely going to raise a few eyebrows, it’ll also raise a lot of smiles, and it’s the kind of creative project we love to see. There’s also an in-depth retrospective on the iconic E28 M5, a look at the South African E30 333i, and loads more BMW goodness for you to enjoy. Next month we’ll have a bumper special Summer edition for you, with 132 pages absolutely packed with nothing but the best BMWs on the planet – it’s going to be awesome, so don’t miss it! For now, please enjoy everything the June issue of Total BMW has to offer, and I will see you next time! Elizabeth de Latour Editor prestigeandperformancecar.com TOTAL BMW Kelsey Publishing Ltd, 5 Yalding Hill, Downs Court, Yalding, ME18 6AL EDITORIAL Editor: Elizabeth de Latour Email: [email protected] Design: AT Graphics Contributors: Gregory Owain, Bob Harper, Matt Robinson, Sheldon Yagyagan, Oscar Malmlund, Kevin Choi, @i.am.erv, Wilhelm Lutjeharms, Simon Luckhoff, Richard Holdsworth, Guy Baker, Ade Brannan, Mani Singh Hayer ADVERTISEMENT SALES Talk Media Ltd Garry Brookes Tel: 01732 442245 Email: [email protected] ADVERTISEMENT PRODUCTION Talk Media Ltd Email: [email protected] MANAGEMENT Chief Operating Officer: Phil Weeden Publisher: Gareth Beesley Managing Director: Kevin McCormick Subscription Marketing Director: Gill Lambert Retail Director: Steve Brown Print Production Manager: Georgina Harris Print Production Controllers: Kelly Orriss and Hayley Brown Subs Marketing Manager: Dave Sage SUBSCRIPTIONS 12 issues of Total BMW are published per annum UK annual subscription price: £71.88 Europe annual subscription price: £84 North America annual subscription price: £84 Rest of World annual subscription price: £90 CUSTOMER SERVICE TEAM UK – 01959 543 747 Overseas – 0044 (0) 1959 543 747 USA – 1-888-777-0275 HELP DESK [email protected] Email – [email protected] Postal address – Total BMW Customer Service Team Kelsey Publishing Ltd, 5 Yalding Hill, Downs Court, Yalding, ME18 6AL Find current subscription offers on our website – shop.kelsey.co.uk/totalbmw Already a subscriber, manage your subscription online – shop.kelsey.co.uk/myaccount WEBSITE Find current subscription offers at shop.kelsey.co.uk/pbmw Buy back issues at shop.kelsey.co.uk/pbmwback Buy merchandise at shop.kelsey.co.uk/pbmwmerch Already a subscriber? 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Where photographs are included, which are not the property of the contributor, permission to reproduce them must have been obtained from the owner of the copyright. The editor cannot guarantee a personal response to all letters and emails received. The views expressed in the magazine are not necessarily those of the Editor or the Publisher. Kelsey Publishing Ltd accepts no liability for products and services offered by third parties. Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https:// www.kelsey.co.uk/privacy-policy/ . If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at [email protected].

4 TOTAL BMW FEATURES 06 Shark Tale This E24 635CSi was deemed too rotten for restoration, so it’s been transformed into a stripped-out, turbocharged track machine, and it’s a blast. 26 Great White The US-spec E36 M3 was always underpowered, but this spectacular build takes care of that with an S54 swap under the bonnet, along with some serious upgrades that take it to the next level. 34 VMax E30s really don’t get much wilder than this spectacular, stripped-out, V10-powered monster, and it’s an absolute weapon that will blow you away. 42 The Original With a new M5 due this year, we revisit the car that started it all, the legendary E28 M5. 50 Peak Performance With 630whp on tap wrapped up in some seriously full-on styling, this ferocious F82 M4 is not for the faint of heart. 58 Estate Agent This E46 M3 Touring build is an eye-catching machine that’s packed with top-tier mods. 66 Triple Threat We take a look at the rare and rather special South African E30 333i. Issue #018 June 2024 TotalBMWMagazine Follow us @TotalBMWMag P94 SUBSCRIBE ANDSAVE! Go to shop.kelsey.co.uk or call 0044 (0) 1959 543 747 34 06

JUNE 2024 5 REGULARS 14 News All the latest BMW news. 16 Products The newest mods and accessories for your car. 18 Column: Bob Harper Bob questions the logic behind the World Car Awards. 20 First Drive: U10 iX2 xDrive30 M Sport We sample the sportier of the two electric offerings available with the launch of the second-gen X2 to see whether it’s any good. 74 Motorsport: Rob Roy Hillclimb A look at some of the varied BMW entrants competing in this exciting Australian uphill event. 80 Market Watch Our expert looks at the F01 730d market, and this luxury executive cruiser makes for an incredible used bargain. 82 Our Cars The latest updates from the TBMW fleet. 90 Readers’ Cars Your BMW submissions. 92 Back Issues Missed an issue? Complete your collection here! 94 Subscriptions Save money and make sure you never miss an issue! 96 Classifieds 98 Next Issue A mind-blowing widebody G82 M4! 26 66 20

6 TOTAL BMW While, at first glance, this might appear to be a fairly standard E24 6 Series, a closer look reveals that all is not as it seems, and this unassuming classic is hiding some big secrets behind its iconic sharknose bodywork… Words: Elizabeth de Latour Photos: Gregory Owain TURBO E24 635CSi

prestigeandperformancecar.com JUNE 2024 7

8 TOTAL BMW TURBO E24 635CSi T he 6 Series family has a long legacy, starting in the 1970s, and has given us some stunning cars. It’s such a shame, then, that this once great model went out with such a whimper in the shape of the G32 6 Series Gran Turismo, which looked nothing like the sleek coupés that had come before, and more like a bloated 5 Series. It’s a sad end to what was once a great GT, effortlessly combining luxury and performance in a stylish package, but the 6 Series gained a lot of fans over the years and generations, and thanks to them, we can enjoy cars like the one that started it all, the E24. We love to see people caring for and preserving these classics, just like the example we’ve got here. But, hold on, something’s not quite right. Is that a towing strap? A stud kit? Is that a… roll-cage? We have questions – several questions – and Fred MarshAllen (@e24turboshark) is the man to answer them… As we chat with the handyman, things seem pretty innocuous, and Fred had a similar sort of BMW experience growing up as many of us did that shaped our motoring lives and turned us into the BMW fans we are today. “I’ve liked BMWs since I was 16, and I had to choose a car for my mum from a used car dealer forecourt; it was a 1992 E36 325i (those early M50 E36s sound great),” he tells us, and from that point on he had his sights set on one day owning a BMW himself. “My first car was an E36 318ti, and I bought it because it was the easiest way into a 16-valve four-pot BMW at the time,” he explains. “A year later, I bought an R reg E39 540i Touring, which was a spaceship in comparison. I should have kept that, for it was mint, and it fell off the DVLA database about two years afterwards,” he laments. Fred’s also owned an E34 “I had owned an E28 525e, E21 323i and various other older BMWs, but not an E24. This one was up for £3500, and it was a manual with Buffalo sports hide and an LSD. It was a no-brainer!”

prestigeandperformancecar.com JUNE 2024 9 540i and currently owns an E60 530i alongside his 6 Series, so he’s clearly got broad BMW taste and good taste, at that, but what led him to buy an E24? “I had owned an E28 525e, E21 323i and various other older BMWs, but not an E24. This one was up for £3500, and it was a manual with Buffalo sports hide and an LSD. It was a no-brainer!” he exclaims. “It was in Guildford. It looked tidy enough in the metal but had a respray at some point, although some of the trim hadn’t been removed. It drove very nicely and had just under 180,000 miles on it,” and so a purchase was made, and Fred did initially have a plan in mind. “I planned to keep it as a light project – do the bushes and suspension, refresh the ignition and cooling system etc.,” says Fred, “but I decided to give it a half-decent paint job. When it was in the body shop, we found it was very (very) rotten and needed a huge amount of welding,” he grimaces. “There was filler everywhere (even on the roof). It was at this point I decided to turn it into a track car,” so all was not lost, and the unexpected E24 transformation began. With the plan being to take this 6 Series on track, the rather old and soft standard suspension This 6 Series looks fairly innocuous on the outside, but it has plenty of secrets up its sleeves The turbocharged M30 produces a very healthy 430hp

10 TOTAL BMW TURBO E24 635CSi needed some serious upgrades, so Fred’s first port of call was sorting the chassis. “BC Racing coilovers were chosen for the suspension as there wasn’t a great deal else available at the time, with Ireland Engineering adjustable ARBs (again, all that was available),” but that combination was already enough to transform how the big Six drove, massively reducing body roll, stiffening everything up, sharpening the handling and getting the E24 sitting lower, too, which is always a nice bonus. “The original ‘Hydroboost’ combined power steering and braking system was deleted, along with the ABS, and an E34 vacuum servo was made to fit. E34 540i brakes with Ferodo D2500 pads were fitted along with HEL braided Lines and RBF600 fluid. The car now has a 3.64 final drive with Racing Diffs 60% locking clutch setup, and the diff and ARB mounts have additional bracing to the chassis/ body of the car,” explains Fred. “Finally, there’s a custom-made half-cage, which was made using an E36 Coupé cage roll-bar,” and that rounds off an impressive selection of upgrades that ensure this 6 Series is fighting fit and ready for the track. Naturally, a track car needs some sticky rubber, and you need some dedicated wheels, so Fred has a couple of sets to choose from. “The wheels shown are the Remotec 16” road wheels, and for the track, it has BBS RC090 Style 5 17s with R888R tyres,” which is a great combo both in terms of visuals and on-track performance. Fred has just also picked up a set of Compomotive TH17s for track use, which are very cool, and will Custommounted gauges allow Fred to monitor the engine’s vitals

prestigeandperformancecar.com JUNE 2024 11 give the big Six a proper track car look. While everything we’ve looked at so far is great, the most exciting part of this build is what you’ll find under the bonnet; some serious work has gone into the engine, and it’s delivered some serious results. “This has been quite a long project,” says Fred. “I initially bought a load of bits a friend had cobbled together to turbo his E32 – they were an absolute bargain, and I just bought them as I knew they’d be easy to sell on. However, a very talented friend of mine, Steven Crooks (who I first discovered through owning my E12 528 – he was the only person I could find who would touch the Solex 4A1 carb), knowing I’d had the parts for some time, asked me if I ‘had turbo’d that E24 yet?’ I joked that I hadn’t, but he was welcome to do it all for me. He responded with ‘OK then,’ and so began four years of scrabbling about on his driveway,” Fred laughs. “The engine is the original M30B34 bottom end but with a M30B35 head, as they have slightly larger inlet valves and flow better; new stock-spec camshaft and rockers, a Cometic MLS head gasket and an Turbo E24 635CSi ENGINE AND TRANSMISSION: 3.4-litre straight-six M30B34, M30B35 head, Cometic MLS head gasket, custom-milled enlarged aluminium plenum with flipped air inlet, Turbosmart fuel pressure regulator, custom-made fuel rail, Siemens 875cc injectors, 3” intercooler with custom aluminium intake pipework and airbox, distributor delete, Bremi coil packs, Magnecor high-temperature ignition leads in custom aluminium shroud, Pulsar GTX3584RS turbo, Funk Motorsport turbo blanket, Turbosmart ProGate50 wastegate, Kangaroos Team exhaust manifold, custom downpipe into 4” exhaust, Accusump oil accumulator, E32 coolant expansion tank, Emerald K3 ECU, custom engine loom. Original Getrag 265/6 overdrive fivespeed manual gearbox, K64 twin-plate clutch, 3.64 final drive with Racing Diffs 60% lock clutch setup POWER AND TORQUE: 430hp and 460lb ft CHASSIS: Road: Remotec 8x16” (front) and 9x16” (rear) wheels with 225/50 (front) and 245/45 (rear) tyres, track: 8x17” (front and rear) BBS RC090 Style 5 two-piece wheels with 235/40 (front and rear) tyres, BC Racing coilovers, Ireland Engineering adjustable anti-roll bars, diff and ARB mounts with additional bracing to chassis/body, Hydroboost power steering and braking system delete, ABS delete, E34 vacuum servo, E34 540i brakes, Ferodo DS2500 pads, HEL braided lines, RBF600 fluid, EXTERIOR: Original Opal green, Xmoor Motorsport front bumper, DTM mirrors, Mk2 Ford Capri rear boot spoiler, turbo boot script, most exterior trim removed, 1320kg weight INTERIOR: Completely stripped, Corbeau driver’s bucket seat, Takata harnesses, custom-made panel for oil pressure, oil temperature, boost and water temperature gauges, Innovate AFR gauge, Autometer Sport Comp Monster rev counter, Foamex door cards, battery relocated behind passenger seat, Accusump oil accumulator, Clubsport weighted gear knob, custom-made half-cage THANKS Steven Crooks, Lorna Crooks, Jerry the dog, and all at Emerald enlarged plenum, which took Steve 10 hours to mill from a block of aluminium. The plenum has a ‘flipped’ inlet, with air now entering from the nearside, and a Turbosmart fuel pressure regulator covers the hole where the throttle body once mounted. There is a custommade fuel rail, Siemens 875cc injectors, and a 3” intercooler with custom aluminium intake pipework and airbox. We did a distributor delete/Bremi coil pack setup, and the car is running an Emerald K3 ECU with a custom engine loom and Magnecor high-temp ignition leads in a custom aluminium shroud. The turbo is a Pulsar GTX3584RS item (the previous turbo blew up Innovate AFR gauge

TURBO E24 635CSi on the dyno), with a Turbosmart ProGate50 wastegate, a Kangaroos Team exhaust manifold, a custom downpipe into 4” exhaust (it was sideexit, but another silencer was needed for track). There’s also an Accusump oil accumulator, an E32 coolant expansion tank, and a K64 twin-plate clutch for the original Getrag five-speed manual gearbox,” and that’s an incredibly comprehensive list of engine upgrades. M30s can easily handle some boost, albeit with a helping hand, and Fred’s example is definitely delivering the goods, with 430hp and 460lb ft of torque on tap, and that’s a lot in what is now a lightweight car. That’s because Fred embarked on a comprehensive weight reduction programme across his Six. “The car has 90% of all the external trim removed, which saved approximately 14kg, and also an Xmoor Motorsport front bumper, DTM mirrors (the originals fell apart), and a Ford Capri Mk2 rear boot spoiler,” which has kept things subtle, but with a little touch of individuality, and we love the turbo script on the boot lid. “The interior is completely stripped, with custom-made panels for the gauges, Foamex door cards, the battery has been relocated to behind passenger seat, which is also where the Accusump sits,” Fred explains, and he’s not kidding when he says the interior has been stripped. The carpets are gone, the sound deadening is done, there’s a lightweight Corbeau bucket seat for the driver, and combined with the exterior weight savings, this 6 Series now tips the scales at just 1320kg, which is impressive stuff for what was once a luxury sports GT. When you think 6 Series, you don’t think dedicated track car, but we love to see builds that subvert expectations. Fred’s E24 does exactly that, and this is the result of a lot of hard work and dedication. He’s owned his 6 Series since 2017, and it took six years to get it to where it is now and it was time very well spent because what a fantastic machine this is. Opting for a track car build was certainly not on Fred’s to-do list when he bought it, it’s far better to see a rusty E24 6 Series turned into a stripped-out turbocharged bruiser than broken for parts or sold to a scrapyard. And while this is already a full-on build, Fred’s got a few more mods up his sleeve: “I’m planning to make the cage a full cage, upgrade the intercooler, as it’s currently restricting the power, fit some posh bucket seats, and do a sunroof delete,” and that will give it less weight, more power, and that means even more fun – what’s not to like? Turning his E24 into a track build was not Fred’s original plan for the car, but he’s built himself a belter of a 6 Series

14 TOTAL BMW NEWS New entry-level iX2 BMW’s current model offensive in the area of electric mobility also brings additional variety to the premium compact segment. A new entry-level variant of the fully electric iX2 is on sale now. The new iX2 eDrive20 takes a particularly economical route to delivering locally emission-free driving pleasure in a compact Sports Activity Coupé. Powered by a 204hp electric motor at the front axle, it sprints from 0 to 62 mph in 8.6 seconds and posts a range of 273-297 miles in the WLTP cycle. Its top speed is limited to 106 mph. The high-voltage battery in the new iX2 eDrive20 serves up 64.78 kWh of usable energy and can be charged from AC sources at 11 kW as standard and up to 22 kW as an option. DC charging is possible at up to 130 kW. Thanks to extremely efficient charging software and predictive heat management capability, brief stops are enough to significantly increase the battery charge. In 10 minutes, hooked up to a fast-charging station, the iX2 eDrive20 can take on sufficient energy to boost its range by 75 miles. The iX2 eDrive20 is also equipped for using the Plug & Charge Multi Contract function as standard. All model variants of the new X2 and new iX2 on sale from now will also be available with an expanded range of exterior paint finishes. Frozen black metallic is a new addition to the selection. XM 50e: high performance with maximum efficiency As the latest offshoot of the first-ever electrified highperformance model from BMW M, the new XM 50e blends signature M dynamism, extrovert design and progressive interior luxury with maximum efficiency. Its M HYBRID drive system is composed of a six-cylinder in-line petrol engine and an electric motor integrated, together with its power electronics, into the eight-speed Steptronic Sport transmission. This combination produces a system output of 476hp (developed by the combination of the combustion engine with up to 313hp and the electric motor with up to 197hp) and maximum system torque of 516lb ft (developed by the combination of the combustion engine with up to 332lb ft and the electric motor with up to 206 lb ft). The latest version of the 3.0-litre combustion engine fitted in the XM 50e owes its enhanced performance characteristics among other things to the Miller combustion cycle, dual injection, an exhaust manifold integrated into the cylinder head and VANOS variable camshaft timing, which now works electrically. The electric motor has a pre-gearing stage patented by BMW, which allows the effective torque at the transmission input for the motor to be increased to 332lb ft. The top speed of the high-performance model – which is also equipped with the all-wheel-drive system M xDrive – is electronically limited to 155mph. Thanks to an electric range of 48-52 miles in the WLTP cycle, the XM 50e can cover much of its everyday mileage – e.g. in urban centres – with zero local emissions. It can also be driven on electric power alone at speeds of up to 87mph. The most efficient version of the new M HYBRID system comes together with the extraordinary presence of the unmistakable high-performance model in the Sports Activity Vehicle segment. The model-specific design features of the new variant include the black accent band along the sides of the car, plus a surround for the kidney grille and trim detailing for the rear diffuser (both in Pearl-effect Chrome), exhaust tailpipe trim in black high-gloss and silver-coloured bordering for the model badge. Customers wishing to bring an extra personal touch to the interior of their new XM 50e – which also offers a unique combination of modern sports car flair and extravagant luxury with its M-specific cockpit, M multifunction seats, sculptural headliner and M Lounge in the rear compartment – can specify features including exclusive Vintage leather for the upper section of the instrument panel and door trim panels.

prestigeandperformancecar.com JUNE 2024 15 New electric vehicle charge-points live at Bannau Brycheiniog National Park Bannau Brycheiniog (Brecon Beacons) National Park is paving the way for increasingly sustainable travel in Wales’ countryside, with the installation of 16 new electric vehicle chargepoints – funded by BMW UK through its Recharge in Nature partnership with UK National Parks. In addition to enhancing the UK’s EV charging infrastructure, the partnership also sees the two organisations collaborate on nature restoration and community impact projects. The new charge points, which are now live, are split evenly between Bannau Brycheiniog National Park’s Visitor Centre in Libanus and Craigy-Nos Country Park. The installation means EV drivers can now top up their batteries while enjoying the mountains, rivers, dark skies and wildlife of this beautiful National Park. This latest installation of charge points is the most recent milestone for the Recharge in Nature project – an initiative funded by BMW UK and facilitated by National Parks Partnerships acting on behalf of UK National Parks, to make EV chargers available across all 15 of the UK’s National Parks. The extra charging capacity supports the use of EVs by those who live and work in the National Parks, improving access for the lowest emitting drives and quietest vehicles on the road. The new charge points in Bannau Brycheiniog come just one month after both of Yorkshire’s National Parks were able to install 18 new charge points, thanks to the Recharge in Nature partnership. Kevin Booker, IT Systems and Fleet Manager at Bannau Brycheiniog National Park said: “Over 4 million people visit Bannau Brycheiniog National Park each year, and we know around 93% of visits to UK National Parks are done so by car. It’s our responsibility to ensure the conservation of our beautiful Bannau Brycheiniog National Park and so we’re delighted to be able to support zero-emission car journeys while driving here.” Catherine Mealing-Jones, CEO of Bannau Brycheiniog National Park and National Parks Partnerships Board Member, commented: “The Recharge in Nature project is a great example of how partnerships with businesses can help National Parks go further faster in meeting their sustainability ambitions. We’re so pleased with what has been achieved so far at Bannau Brycheiniog National Park and look forward to seeing what the other UK National Parks will continue to accomplish with BMW’s support.” For more information about BMW Group UK and the Recharge in Nature partnership visit: bmw.co.uk/nationalparks.

EBC Apollo Big Brake Kit for E9x M3/E82 1M EBC’s Apollo BBK is now available for the E9x M3 range, along with the E82 1M, and it offers a serious upgrade in stopping power over the stock setup. The kit features six-piston aluminium calipers that use a two-piece bolted design. The calipers are machined from heattreated low-pressure castings and feature high-temperature fluid seals coupled with full boot-type dust seals. They use lightweight, hardanodised aluminium staggered pistons with serrated/castellated piston noses that reduce heat transfer into the braking hydraulics, and are equipped with full stainlesssteel hardware and fittings. They also use standard pad shapes, giving you a greater choice when selecting brake pads. All Apollo calipers use an advanced hightemperature Teflon polyester coating process to ensure they look great for much longer. The Apollo big brake kit comes with 380x36mm two-piece, fully floating discs. The disc rings feature 48 directional internal curved vanes for improved cooling, and a unique ‘Swept Groove’ slot design for effective evacuation of braking dust and gases whilst ensuring good initial bite on brake application. The discs also feature the latest thermic black corrosion-resistant finish. Finally, every EBC six-piston Apollo BBK comes with EBC Bluestuff NDX pads for the front axle, which combine excellent cold bite with the capability to perform well in short spells of track/race conditions, along with stainless-steel braided brake lines. Price: £2542.37 Web: www.ebcbrakesdirect.com MStyle F82/3 M4 CSL-Style Colour Changing DRL Module Set New from BMW tuning expert MStyle comes this handy module that transforms your F8x M4’s LED DRLs into colour-changing angel eyes. The yellow and white colour options can be used legally on the road; all other colours are for off-road and show use only. All of the colour options are simply controlled via your smartphone, allowing you to quickly and easily transform your M car’s appearance, meaning you can colour-code your headlight halos to anything you like, or just go for something wild to add some contrast. Professional fitting is recommended by Mstyle and available at the company’s Romford-based tuning centre. Price: £395, fitting £100, prices include VAT Web: www.mstyle.co.uk Email: [email protected] Tel: 020 8598 9115 MMR Power Control Module for G8x M2/3/4 After more than 12 months of development, MMR has launched its new PCM for the G8x family of M cars. The MMR PCM is a plug-and-play solution that delivers a substantial increase in power and torque throughout the entire rev range. MMR has carried out tens of thousands of development miles of rigorous testing on its in-house dyno, on the road and on the track. MMR was able to find the sweet spot for engine performance, drivability and safety. There are two types of PCM available: one for the higher-output M-Cars such as the G80 M3 and G82 M4, which enjoy an additional 110hp and 103lb ft of torque, and the other is for the G87 M2, which gains 100hp and 74lb ft with the PCM on board. The MMR PCM works on all xDrive and RWD models including Competition and nonCompetition models. The MMR PCM works on a standalone PCB, which communicates with the factory ECU. The MMR PCM is housed in a stunning billet aluminium case, finned to ensure adequate cooling plus a beautiful carbon fibre mounting bracket to affix it securely in your engine bay, and comes complete with a perfect-fit wiring loom made especially for the selected vehicle. Price: £899.99 Web: mmrshop.co.uk PRODUCTS 16 TOTAL BMW

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18 TOTAL BMW Bob Harper Bob is struggling with the World Car Awards. I may have mentioned this before, but I’m somewhat sceptical when it comes to Car of the Year awards. I can just about get my head around tests conducted by magazines where a selection of cars are driven by a group of motoring journalists in the same place and at the same time, eventually deciding on a winner based on that test. However, the World Car Awards seem a little forced to me, and as a result, the gongs tend to go to slightly odd machines. I don’t think I’ve driven any of this year’s winners, so you could easily argue that I’m in no position to judge the results, but before we have a look at the individual machines involved, I think we should question the ‘World Car’ premise. Planet Earth is a big place with many diverse environments, and quite how you can pick one car that’s going to be great in all these different places seems a bit odd. What works in London or Paris isn’t necessarily going to do the business in Kinshasa or in Delhi. Different markets have very differing needs, which is why manufacturers tend to prioritise some models over others depending on the country’s conditions or preferences. So, let’s ignore the ‘World’ thing and see which cars won what. The Kia EV9 was top dog, bagging both the World Car of the Year, as well as the World Electric Vehicle gong. A two-and-a-half tonne electric sevenseat SUV. It’s bloody massive, and having just seen one parked up when I was walking the dog, I have to say it’s no oil painting. Some UK reviews have been more glowing than others, but Autocar, Car and What Car? all gave it four out of five stars, so it’s by no means the best thing since sliced bread. World Urban Car of the Year is the Volvo EX30, the new electric SUV (what a surprise) that’s a bit smaller than the XC40. To qualify as an urban car, it has to be less than 4.25 metres in length, which counts out machinery such as the BMW iX1, but surely a proper urban car should be small and wieldy for tight town streets? Maybe so in Europe, but if you live in Los Angeles, you might find even the Volvo to be rather small. I’d agree that an Urban car should be electric – it’s where they make the most sense – but surely they should be small for ease of parking and manoeuvrability? World Performance Car was, yes, you guessed it, an electric SUV. The Hyundai Ioniq 5 N. Now, all Hyundai’s N machines have been impressive, thanks in no small part to Albert Biermann’s involvement, who was previously head of BMW M, but I can’t seriously believe that a 2.2-tonne electric SUV is the best performance car on sale for the last 12 months. The World Car Design of the Year was given to the new Toyota Prius. Seriously? It’s tidy enough, I suppose, but it looks more or less just like the last one, and I fail to see how another wedge-shaped hatch really pushes the boundaries of car design. BMW came second and third in the Performance Car category with the M2 and the XM, respectively, and it won the World Luxury Car with the new 5 Series/i5. Quite how the XM received a bronze medal as a performance car is beyond me, but the new 5 Series does look like it fits the luxury car brief. Not sure it’s really the best of the best in that category, though. I suppose it’s all subjective opinions in the end, but perhaps 100 judges from 29 countries leave the results looking a little muddled

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20 TOTAL BMW FIRST DRIVE Words: Matt Robinson Photos: BMW BMW brings us a new, second-generation X2, and this time around, it has a genuine coupé-like shape – and even a couple of fully-electric models sold under the iX2 banner. U10 iX2 xDrive30 M Sport FIRST DRIVE

prestigeandperformancecar.com JUNE 2024 21

22 TOTAL BMW FIRST DRIVE And yet, despite this initial flurry of i-badged products, and despite plenty of i-Performance plugin hybrids appearing in the interim, fans of BMW i waited… and they waited… and they waited a bit more… until – finally – in 2020, the G08 iX3 arrived, based on the G01 third-gen X3. That car marked a paradigm shift in BMW i’s outlook. In 2017, the electric subdivision of the main company abandoned plans to make a third, dedicated i-vehicle – in the way the i3 and i8 were not based on existing model lines at all, they were bespoke products – and instead began plotting how to electrify ‘regular’ BMW vehicles. Obviously, there has been another i-specific model since, namely 2020’s iX luxury SUV, but, in the main, most BMW i cars are now simply electric versions of machines already available with internal combustion. It’s a process which has worked in bringing more electric BMWs to showrooms sooner rather than later, though, and the latest addition to the canon is the first-ever iX2. It’s based on the second-generation U10 X2 coupé-SUV, and it shares its zero-emission platform, running gear and other underpinnings with the existing U11 iX1, as well as the third-gen U25 MINI Countryman. Like the iX1, there are two clearly defined derivatives of the iX2 to pick from for now. The entry point, costing from £51,615, is the single-motor, front-wheel-drive iX2 eDrive20. This has a solitary 204hp electric motor on the front axle and the same 64.8kWh battery pack as the more potent iX2, but it can go further on a single charge: up to 283 miles on the official WLTP cycle. The car we’re driving here, however, is the rangetopping iX2. It’s the dual-motor xDrive30, with a 190hp motor on each axle for four-wheel drive. Peak power, on a time-limited ‘overboost’ phase, is 313hp, while maximum torque is 365lb ft, numbers good enough to punt the iX2 from 0-62mph in 5.6 seconds (almost as quick as the X2 flagship, the 300hp M35i xDrive, which runs it in 5.4 seconds) and on to a limited top speed of 112mph. You do take a bit of a hit on outright range, mind, as the xDrive30 officially can do up to 267 miles on a single charge. Visually, as with all the other BMW i models based on pre-existing product lines, the iX2 looks remarkably like a petrol-powered X2. Short of clocking its pair of boot-mounted model designation badges, the only other giveaways to the non-combustion nature of this coupé-SUV are the kidney ‘grilles’, which are the same size and shape as those on any other X2, but they’re blanked-off panels emblazoned with a silverdiamond motif, and the fact that it doesn’t have any visible exhaust pipes. That makes the iX2 as ‘normal’ as any X2, although what you think of the aesthetic will depend upon how you feel about coupé-SUVs in the first place. We reckon the X2 is BMW’s best aesthetic work in this field yet, although we’d stop short of saying we find the vehicle attractive and would also still admit to preferring the appearance of the related X1. Nevertheless, the iX2 is not the ugliest coupéSUV ever to issue forth into the world. Inside is a high-tech interior which better suits The cabin looks smart and feels upmarket

prestigeandperformancecar.com JUNE 2024 23 Rear head- and legroom are both decent the nature of the electric versions of the X2, with the main focus being the ‘Curved Display’. This blends a 10.25” digital instrument cluster and the main 10.7” infotainment array into one widescreen unit atop the dash, which looks neat but also means the deletion of most of the physical switchgear in the iX2’s cabin. Even the climate-control functions are sequestered away in this system, which will annoy plenty of people who want to change the ambient temperature in the passenger compartment when on the move. There’s more space inside than before in compensation. The new X2 is 194mm longer, 21mm wider, 64mm taller and is possessed of a wheelbase stretched by 22mm compared to the old F39 X2, all of which are to the benefit of passenger comfort. There’s another hidden upside to the coupé-SUV’s shape, too, in the form of excellent aerodynamics – the iX2 records a 0.25 coefficient-of-drag figure, the X2 not far behind at 0.27. Anyway, returning to the passenger compartment, the bigger body of the iX2 means rear-seat passengers will be happier sitting back there now, even if headroom for the very tallest folk is ultimately limited by the sloping roofline. There’s also a useful boot at the back of the electric BMW, although there’s the usual EV lament here: at 525 litres with the rear seats up and 1400 litres with them folded away, the iX2’s stats are a little behind the petrol-powered X2s, which have 560-1470 litres accordingly. While the iX2’s 64.8kWh battery (that’s the usable energy capacity, incidentally) isn’t exactly huge by current EV market standards, it’s enough to give this higher-performance model a range of more than 250 miles. Naturally, if it’s the middle of winter and you’re using the xDrive30’s lights, its climate-control system, its wipers and more electrical drains, 250-plus miles is going to seem like a pipe dream. But in warmer weather, and going by our test drive of it, then more than 200 will always be easily achievable without you having to hypermile the iX2 behind an HGV doing 56mph for hours on end. Helpfully, it’s reasonably quick to charge back up. The maximum input rate is 130kW at a DC rapid public connection, which should see the xDrive30’s battery go from 10-80% in slightly less than half an hour. At the same charging speed, you’ll get almost 75 miles of range for every 10 minutes you’re hooked up to the DC unit, while an 11kW AC charger will take the power pack from exhausted to fully charged in six hours 30 minutes. An optional 22kW upgrade would have that to around three hours and 15 minutes, while the typical 7.4kW home-charging box will be pushing nine hours for a complete 0-100% top-up. The good news about all the above is that, if you’re not put off by the very idea of a coupé-SUV in the first place, then the iX2 xDrive30 is undoubtedly the pick of the X2’s launch line-up. As we found when driving the X2 M35i, this is a talented chassis, albeit one which doesn’t really deliver much in the way of out-and-out driving thrills. To that end, the M35i feels like a bit of a disappointment, as it never truly justifies its M badging. The iX2 xDrive30, however, has a powertrain which is a perfect match for the coupéSUV’s cultured, refined manners. Key to the EV’s success is the calibration of its major controls, in terms of the responsiveness of the accelerator pedal and the natural-feeling progression of the regenerative braking set-up. Like any X2, the electric version’s steering isn’t the greatest, but otherwise, the linearity of its accelerator and the There’s plenty of tech on board

24 TOTAL BMW FIRST DRIVE excellent control of its body means it’s a doddle to row the xDrive30 along a challenging road at a fair old lick. It’s not massively grin-inducing to do so, of course, but it’s certainly composed and assured enough to hold its head up high in the wider X1/X2 line-up, despite its kerb weight. Eventually, if you get too ambitious with the iX2, its mass and eco-focused tyres both make themselves felt as the rubber at all corners will relinquish grip on the tarmac’s surface long before the petrol M35i ever would, meaning the xDrive30 is more prone to sliding in the bends – and we don’t mean power oversteer here, we mean an unnerving four-wheel skate towards the edge of the road surface. At 2.1 tonnes, it’s simply too much mass to be throwing into every kink in the road with gleeful abandon, so you soon throttle back and drive it just within itself, up to about seven-tenths commitment being the ideal ceiling. Whereupon you can again revel in the luxurious ambience of its passenger cabin at speed. The slippery shape of the iX2 means wind noise is noticeable only by its perceived absence, while even on the optional 20” alloy wheels, you hear precious little of what the tyres are encountering on the road surface. And if you put the iX2 into Efficient mode, it’ll whip along in near silence at 60mph and more, which is a deeply impressive feat for something in M Sport specification. It has good damping, too, which is controlled without ever letting thumps from the suspension permeate their way into the interior. We mention Efficient mode purely because it’s the only one where the iX2 whirrs along with no augmentation of its sound. There are six settings in total, three of which – Personal, Sport and Efficient – change the accelerator response and steering weighting of the car and so on, whereas the other three – Expressive, Relax and Digital Art – merely broadcast other noises into the interior and change the graphical interfaces on the Curved Display. Actually, that’s not entirely true of Relax, because it also closes the panoramic roof’s blind and switches on the driver’s chair massaging function if it is selected. However, some of the noises the iX2 makes in these settings are pure sci-fi electronica – and we love them. You’ll be familiar with them if you’ve driven or been in an iX, but we applaud BMW’s sonic engineers for never attempting to make the iX2 mimic an internal combustion car (it would’ve been awful to have a synthetic S54 option in there, for instance) and instead going with several soundscapes thoroughly befitting of an EV. Our favourite? Expressive. The rising synth and descending, boomy bass notes it makes as you accelerate hard sound like the THX Deep Note. Look it up if you’re unsure, but it was once used in a classic episode of The Simpsons, where it shattered Hans Moleman’s glasses as it was so loud and intense. The net outcome of all of this is that the iX2 feels like the car the X2 was always meant to be. Its smooth, instant-torque-hit performance delivery matches well with the accomplished chassis settings, which sadly don’t make this a driver’s car as you might expect from its rakish roofline – but what it all adds up to is an incredibly comfortable, refined and enjoyable family crossover, that just so happens to have a dash of style to its exterior looks and a zeroemission powertrain. About the biggest fly in the ointment here is the last thing we’ll mention: the price. At more than £57,000, the kind of excellence the iX2 xDrive30 serves up isn’t cheap. But then, nor does this car feel dramatically overpriced, either. And we can’t pay it any more praise than that Even on the optional 20s, the iX2 is virtually silent and rides surprisingly well U10 iX2 xDrive30 M Sport ELECTRIC SYSTEM: Twin 140kW motors, one on each axle, and 64.8kWh net lithium-ion battery TRANSMISSION: Single-speed reductiongear automatic MAX POWER: 313hp @ 4300-15200rpm (on overboost, otherwise 272hp) MAX TORQUE: 365lb ft @ 0-4900rpm 0-62MPH: 5.6 seconds TOP SPEED: 112mph (limited) RANGE: 259-267 miles CO2 EMISSIONS: 0g/km WEIGHT (EU): 2095kg PRICE (OTR): From £57,445

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28 TOTAL BMW S54 E36 M3 And we’ve always been treated to the full-fat models, unlike other markets, which have had to make do with detuned versions due to emissions and other restrictions. Case in point, North America and the E36 M3. Our cousins across the pond never received a good version of the third-gen M3 – it launched with the 240hp S50B30US, and the Evo came with the S52B32, which didn’t even get any more power. So it’s little wonder Stateside BMW enthusiasts like Alex Tran (@ruthless.spec) look for ways to give their E36 M3s the power they deserve, and this example is simply sensational on every level. It’s fair to say that Alex has come a long way since his first set of wheels, a 2000 Honda Civic Si, but while he is a massive BMW fan now, it was Japanese machinery that captured his heart initially. “I started to become interested in BMWs around 2012. I wanted German engineering. A step away from the JDM scene that’s something more comforting with power,” he explains, and he took the plunge into Bavarian motoring with an excellent first choice. “My first BMW was a 2008 E92 335i. I bought this model for its sleek body style, dual exhausts and mainly for the twin-turbo N54 engine it came with. I loved the power it’s capable of, especially after upgrading to a single turbo,” he grins, and if it wasn’t obvious from looking at his E36, Alex is a keen modder. “My Civic Si had almost every JDM part possible from the interior to the exterior. Under the hood was wire-tucked with a built B18C1 turbo. My E92 335i was a complete show car, which was also featured in Performance BMW a few years ago. It had everything from custom-built three-piece BBSs to full carbon rear seat delete to a DOC Race 6266 single-turbo making 600whp,” he says with a smile. The interior features plenty of carbon, along with Recaro buckets and a custom roll-cage I kept the entire interior in the car for that street OEM+ look. After I parted out my E92, I took everything that works in the E36 and threw it in, like the Recaro Pole Positions, RTD shifter, and Pedal Haus pedals and floor plate

30 TOTAL BMW S54 E36 M3 So, what led him to the door of E36 M3 ownership? “The E36 M3 has always been one of my dream cars. They are only getting older and pricier. Luckily, I scored this one right before COVID hit and changed the market dramatically,” Alex tells us. “I found the car on the OfferUp app. It was bone stock with 219k miles on the original S50 engine and chassis and definitely needed some TLC. To name a few things, it had the infamous headliner sag, broken door panels, a cracked windshield, and the radio and power windows didn’t work,” and while that doesn’t make this M3 sound like the most appealing prospect, Alex was able to look beyond all that. “All that mattered to me was the straight body,” he says, and that’s fair because it’s easier to fix all those bits than waging war against rust. “My original plan was to keep it stock and restore everything back to functional and showroom condition,” explains Alex, “but that didn’t turn out as planned at all. After blowing the original S50 engine, I decided to go all-out with the build, and went with an OEM-plus tracktheme powered by a S54,” he grins, and while that’s not what he had in mind for this E36, you won’t hear him complaining about the end result. As impressive as this whole build is, the S54 swap is what makes it really special, and it gives this American E36 M3 the heart it always truly deserves. And needless to say, with Alex’s penchant for modifying, the legendary straight-six has not been left standard. “When I first received the engine, I replaced the rod bearings, Vanos, and resealed it top to bottom before throwing the swap in the car. I went with the Karbonius carbon CSL intake, Megan cat-less headers, Radium fuel rail, fuel gauge and oil catch can. I chose these mods because it has that OEM+ performance look and keeps it classy,” Alex explains, and those enhancements have just given this S54 the edge. The carbon airbox dominates the engine bay, and it’s pretty much the rule that if you’ve got an S54 and aren’t adding forced induction into the mix, you’ve got to have a CSL-style airbox on there because the induction noise will change your life. With the combination of an E46 M3 midA Rieger GT front lip and LTW high-rise rear wing give this E36 loads of presence This M3 sits wonderfully low on BC coilovers over 17” BBS LMs section and an Eisenmann Race silencer, Alex’s E36 is making all the right noises and delivers plenty of performance. On the outside, it’s clear this isn’t a stock M3, but it’s actually surprising how little Alex has added. This is very much a case of the right mods coming together to make a big difference, and it goes to show that it’s not always about going all-out but rather, making the right choices. “I tried my best to keep the exterior looking as stock as possible,” Alex tells us. “The only things I added were the LTW wing, Fancywide V2 diffuser and Rieger GT front lip,” but just those three elements do so much together. Up front, the Rieger lip adds a big hit of aggression, and it’s balanced beautifully by

prestigeandperformancecar.com JUNE 2024 31 that high-rise rear wing while the diffuser fills out the rear bumper to perfection. There are plenty of small details, too, which make all the difference, like the Euro clear rear lights, the 50th-anniversary heritage roundels, and the Goldenwrench green fuel cap. Of course, Alex’s choice of wheels also makes a big difference to the car’s looks, and they add so much just on their own. “You can never go wrong with a nice set of BBS LM wheels. They flow so well on almost every car, especially this one,” Alex reasons, and he’s not wrong. The LM is such an iconic wheel, one that works well on just about any BMW you care to mention. The classic crossspoke 17s have been treated to raw brushed and lacquered faces courtesy of Sensei6 and look fantastic, mounted with Project Kics R26 wheel nuts, plus, we love the British Racing Green centre caps that add just a flash of colour. And visible through the spokes are the red calipers of the Porsche 996 911 big brake kit that’s been fitted along with R1 Concepts discs, a combo which delivers serious stopping power whenever Alex demands it. The drop that Alex has applied here to get the arches scraping over the tyre sidewalls is absolutely spectacular and comes courtesy of the chassis setup his M3 has been endowed with. “I decided to go with BC Racing BR coilovers, Megan Racing rear camber arms, Turner Motorsport front and rear sway bars, and an OMP front strut bar and changed every suspension and subframe bushings to Garagistic’s poly bushings. I also reinforced every weak point these cars have that S54 E36 M3 ENGINE AND TRANSMISSION: 3.2-litre straight-six S54B32, VAC Motorsports oil filter cap, Rogue Engineering Vanos oil line, Garagistic poly engine mounts, ECS billet oil dipstick, ECS water pump pulley, Karbonius CSLstyle carbon intake, Radium fuel rail, fuel pressure gauge and oil catch can, CSF Race radiator, Bimmerworld hoses, Spal slim fan, Moroso coolant reservoir, Walbro 255lph fuel pump, Megan cat-less exhaust manifolds, E46 M3 mid-section, Eisenmann Race silencer, Alpha-N tune, shaved and repainted engine bay, Chasing JS titanium dress-up bolts. ZF Type C five-speed manual gearbox CHASSIS: 8x17” ET20 (front) and 9x17” ET30 (rear) BBS LM wheels, raw brushed and lacquered faces by Sensei6, British Racing Green BBS centre caps, 235/40 (front and rear) Toyo R888 tyres, Motorsport Hardware wheel stud conversion, Project Kics R26 nuts, full-size 8x17” BBS LM spare wheel, BC Racing BR coilovers, OEM front lower X-brace, OMP front strut brace, Turner Motorsport anti-roll bars (front and rear), Megan Racing rear camber arms, Garagistic poly bushes throughout, powder coated and reinforced gloss white rear subframe, Porsche 996 911 BBK (front and rear), Rally Road caliper brackets and brake lines, R1 Concepts discs EXTERIOR: Alpine white, OEM Bosch Euro headlights, 6k HID low beams, Hyper Yellow high beams, fog light delete, Rieger GT front lip, MASHAW high-rise LTW wing, lower Gurney flap, Fancywide V2 diffuser, LED license plate lights, Euro clear rear lights, Future Classics club sticker, BMW 50th anniversary heritage roundels, Goldenwrench Supply Co green fuel cap INTERIOR: Recaro Pole Position seats, Recaro sliders, Planted seat brackets, Takata Black ASM seat harnesses, ASR harness collars, custom four-point roll-cage, roll-cage-mounted fire extinguisher, Carbon LTWstyle shifter and glove box trim, RTD Race shifter, CAE British Racing Green gear knob, Storm Motorwerks handbrake handle, Condor M-Rain handbrake gaiter, Pedal Haus pedals and heel plate, UUC V3 clutch stop, Renown steering wheel, NRG short hub, Works Bell tilt hub, Chasing JS titanium steering wheel bolts, ST Track gauge pods, AEM AFR, oil pressure and voltage gauges, Ecliptech shift light THANKS First and foremost, I’d like to thank all my sponsors, which are the following: Mario Chan at Goldenwrench Supply Co, BC Coilovers, Karbonius, a big shout out to my “Team Overtake” for giving me a hand when needed, my good friend, Sheldon, for doing the photoshoot – follow @finalshutter, finally, my wife Judy Tran, who has supported all my builds since day one The E36 M3 has always been one of my dream cars. They are only getting older and pricier. Luckily, I scored this one right before COVID hit and changed the market dramatically

S54 E36 M3 32 TOTAL BMW is prone to cracking. The car handles great for such a simple street setup,” enthuses Alex, and this selection of mods has made a big difference to how the M3 drives. The chassis is hardly lacking in standard form, but these chassis upgrades have ensured there is virtually no slack left in the chassis, and this E36 now handles like an absolute dream and delivers sheer driving pleasure from behind the wheel. In fact, the chassis is what Alex loves most on the whole build; “I would have to say the suspension is my favourite modification. That’s what makes this car handle so well and makes this car fun to drive,” he enthuses, and that’s why you should never scrimp on suspension. Alex has also worked his magic on the interior, and it is packed full of impressive additions. “A roll-cage in this car looks so perfect, so I had to have one. I kept the entire interior in the car for that street OEM+ look. After I parted out my E92, I took everything that works in the E36 and threw it in, like the Recaro Pole Positions, RTD shifter, and Pedal Haus pedals and floor plate,” Alex tells us, but there’s so much more going on in here. The Recaros are joined by Takata harnesses, and there’s a Renown steering wheel with Chasing JS titanium steering wheel bolts, an NRG short hub and a Works Bell tilt hub. There’s also an RTD Race shifter with a CAE British Racing Green knob – a nice little nod to the centre caps on the outside – along with a Storm Motorwerks handbrake handle with a Condor M-Rain gaiter. Finally, Alex also has an ST Track gauge pod that houses the AEM AFR, oil pressure and volt gauges, plus an Ecliptech shift light, and the finishing touch comes courtesy of the carbon LTW-style shifter and glovebox trim. It’s all rather more full-on than the exterior, but we like the contrast and we love everything that Alex has done in here. In fact, we love the whole build; it really shows off the E36 M3 at its very best, and this car is the culmination of what Alex set out to achieve when he started this unexpected project. “I wanted to build this for the street, track, and show,” he explains, and this is an M3 that can do it all. It’s got the chassis, seats and shifter that make it a dream to drive on the track, enough comfort to make it a perfectly reasonable street car, and the flair and individual touches that ensure it never goes unnoticed at any car show that Alex pulls up to. It’s taken Alex just one year to get the M3 to how you see it here, and in that time, he’s managed to do everything he wanted. While that doesn’t happen very often among modders, it’s a great feeling when it does. “The car is right where I want it to be without anything else needing to be done,” he smiles, which means it’s time to hit the streets, tear up the track, and park up at some shows to make the most of everything this awesome S54 M3 has to offer Alex wasn’t planning on going all-out with his M3, but fate stepped in, and the end result is stunning

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36 TOTAL BMW V10 E30 F or a long time, if you were a car manufacturer and you wanted to add a super saloon to your lineup, it was going to have a V8 up front; that was the engine of choice, with very few leftfield exceptions (Brabus, we’re looking at you and your V12 E-Class). But then, one day, BMW’s M engineers looked at the company’s F1 programme and thought: ‘Why not V10?’. Why not, indeed, because putting a five-litre, 10-cylinder engine into a family saloon was clearly the most logical decision that could have been made… And so the E60 M5 was born, and everyone proceeded to lose their minds over it. And rightly so, because no one had created such an absolutely mental mainstream hyper saloon before, and it really caught everyone off guard. While people did – and still do – have mixed feelings about the SMG III gearbox, no one ever had any complaints about the S85 V10, not when it made 507hp and revved to over 8000rpm. And while not everyone wanted an E60 M5, plenty of people wanted its V10 because who wouldn’t? And these people started having rather naughty thoughts about where they could put that V10, which leads us very neatly on to this E30 sitting right in front of you, and it’s a very naughty build indeed… Its owner, David HenlingNilsson (@d.henling), hails from Sweden, and this Nordic nation (along with its neighbours) is a paradise for anyone who lives outrageous BMW builds. It has always been the home of huge-horsepower turbocharged monsters and outlandish engine swaps, and we don’t know if it’s something in the water or those long winter nights that cause Swedish BMW enthusiasts to conjure up some of the most extreme and downright awesome BMWs we’ve ever seen, but, whatever the reason, we’re not complaining. “I have been interested in BMWs since I started to like cars,” explains David as he takes us on a tour of his V10 E30. “They just look better to me than other cars,” he reasons, and who are we to argue? “But,

prestigeandperformancecar.com JUNE 2024 37 when a friend’s father bought an E36 328i, I was hooked and never looked back,” David adds with a grin, and he got into BMW ownership in style. “My first BMW was a turbo-converted E30 320i Coupé. I knew I wanted an E30 just for the looks, and this one was newly painted and looked great. It was a terrible build, though, but I loved it,” chuckles David. “I recently found it and will try to buy it back this year if my girlfriend lets me,” he adds with a laugh. David got a taste for E30s after his first ownership experience, which eventually led him to acquire the beast you see before you here, and his reason for buying it is a simple one. “It was the baddest thing out there when I was looking for a new car,” David grins. “The E30 body with the V10 engine makes it the best of both worlds and the looks, of course – I had never seen a BMW look like that before, it was a real unicorn!” he exclaims. “I found it on Facebook, on a BMW sales page, and it was almost finished when I bought it. I fixed the brakes, fitted a new sump It shouldn’t fit, but it does – just barely… The satisfied face of someone who gets to enjoy a V10 E30 whenever he wants

38 TOTAL BMW V10 E30 and welded it to fit, and I also changed the rod bearings; other than that, it was pretty much done,” he says with a smile, and what a machine this is. Now, among the modifying community, there is something of a bias towards building your car from scratch, or at least having a standard car modified by someone according to your own vision – the ‘built, not bought’ philosophy. The thing is, being honest, as fun as it is to start with a blank canvas and see your vision come to life, it’s not the sensible way of doing things, and that’s the simple truth. It’s so much cheaper to buy a car that’s already been modified instead of doing it yourself, especially with a build on this sort of scale. Ultimately, people build and sell cars all the time, and in that case, we’d rather cars like these can find new homes with enthusiasts like David, who will be able to enjoy and appreciate them, and you just know that he does. It would be criminal to start anywhere else other than under the bonnet of this E30 and to see that V10 happily nestling in the 3 Series engine bay is just wild. You can appreciate how little spare space there is in there, with the S85 occupying seemingly every available square inch. There’s no room for the stock airboxes, so it’s fed by two cone air intakes, and while the engine itself is standard, there’s a custom exhaust that helps the V10 breathe that much better, bringing a few extra horsepower to the party. Two 3” downpipes lead into a 2.5” X-pipe centre section, and then there are two gutted race cats and a single 4” tip that exits via the passenger-side sill. And there are The cabin has been stripped out and features only the bare essentials Custom switch panel

prestigeandperformancecar.com JUNE 2024 39 V10 E30 ENGINE AND TRANSMISSION: 5.0-litre V10 S85B50, 2x 3” downpipes into 2x 2.5” X-pipe, gutted race cats, 4” exhaust tip, Köhler Tornado 2 ECU, original wiring harness with Köhler connectors, rear-mounted radiator. ZF type G sixspeed manual gearbox from E92 M3, original E92 M3 clutch, shortened M6 propshaft, M535i differential POWER AND TORQUE: 454whp and 339lb ft wtq CHASSIS: 8.5x18” (front) and 10.5x18” (rear) Japan Racing JR11 wheels with 235/35 (front) and 265/30 (rear) tyres, stud kit, D2 coilovers, C-Parts steering kit, E90 tie rods, E46 ball joints EXTERIOR: Silver grey metallic, detachable front end, custom front lip, Hella smoked lights, DL Custom Works front arches, AeroCatch bonnet pins, custom aluminium side skirts, lightweight rear windows, rear roof scoop, rear arches widened 65mm per side, Idefix rear spoiler, DL custom wing, custom diffuser INTERIOR: Lico Hurricane seats, Sabelt six-point harnesses, E63 M6 dashboard, RRS deep-dish suede steering wheel, Finess roll-cage reinforced with extra tubes, D2 hydraulic handbrake, anodised aluminium shelf, 4x 125mm tubes for radiator, carbon fibre door cards, safety nets, Opel Astra electric servo THANKS Göran Holmgren, my good friend and mechanic precisely zero silencers, which means this E30 is blessed with the most unholy, ear-splitting V10 symphony imaginable, as David’s Instagram reels so wonderfully demonstrate. It’s truly glorious, and to hear that supercar soundtrack coming from a classic 3 Series is genuinely hilarious. Oh, and as far as power is concerned, it’s now making 454whp, so around 530hp at the crank, which is just over a 20hp increase over stock and more than enough to make this E30 capable of lighting up the rears at a moment’s notice. Not only does David have a V10 to enjoy under the bonnet of his classic Three, but the experience is made even better thanks to the fact that there’s a manual gearbox attached to it. The transmission is a ZF Type G six-speed manual gearbox from an E92 M3, running an original M3 clutch, with a shortened propshaft due to the E30’s compact dimensions, while power is sent to the tarmac via an M535i diff, and it’s a combo that works exceptionally well. In terms of looks, this is clearly not a stealth build; it’s all about purpose and presence, and it’s got heaps of that, thanks to the massive arches that have been added to the normally subtle E30 body. Up front sits a pair of completely unsubtle DL Custom Works items, and to match them, the rear arches have been widened by 65mm on each side, and this combination has given this 3 Series such a muscular, pumped-up look, like it’s just flexing, and it has every right to do exactly that. Those massive arches are filled with a set of Japan Racing JR11 wheels, and these 18s measure 8.5” across up front and 10.5”-wide at the rear; they suit this build really well, and look suitably dramatic thanks to some serious concave on those faces. But there’s lots more to the exterior than just those arches, and this E30 oozes aggression from every pore. Up front sits a custom lip that juts out from beneath the bumper, along with Hella smoked headlights, and then you’ve got the custom aluminium side skirts, while at the rear sits a custom spoiler and a massive diffuser. That’s not the end of it, though, because there’s also a roof-mounted scoop that feeds air to the rear-mounted radiator via four tubes, and where the rear number plate would normally sit, there’s a cut-out to allow the fan to expel hot air. You’ll also have spotted the lightweight rear windows, which leave you in no doubt that this is a hardcore build. The finishing There’s not much except for a steering wheel and two seats. The in-car entertainment is the V10 engine

V10 E30 touch is a respray in Silver grey metallic, as found on the E46 M3 CSL. Beneath the surface, the chassis has received a selection of enhancements, with the E30 sitting on a set of D2 coilovers that have delivered a tasty drop as well as enhancing the handling and allowing David to make the most of all that rampant horsepower and beyond that, you will find a C-Parts steering kit, along with E90 tie rods and E46 ball joints. Finally, we come to the interior, and as you might expect from looking at this build, it’s a pretty hardcore setup. “There’s not much except for a steering wheel and two seats,” laughs David. “The in-car entertainment is the V10 engine,” he adds with a grin, and what more do you need? The interior is dominated by the full lime-green Finess roll-cage, but clamber over that, and you gain access to the Lico Hurricane bucket seats complete with six-point Sabelt harnesses. The entire dashboard comes from an E63 M6, which looks strangely at home in the E30’s cabin, and there’s a suederimmed deep-dish RRS steering wheel. Finally, you’ve got a pair of safety nets, carbon fibre door cards, and a D2 hydraulic handbrake. Seeing a V10 in an E30 will never fail to get us seriously excited, and David’s fullon, hardcore build is a very exciting car indeed. It looks so aggressive, it’s got so much presence, and it’s just awesome. It’s a car that does not hide its intentions and lets you know from the moment you see it means business – this a serious machine, and no mistake. And while there’s a lot to love about this E30, it’s the V10 that’s the star of the show, and, unsurprisingly, it’s one of Daniel’s personal highlights on the whole build. “The engine swap is one of my favourite things about the car – it’s one of the best sounding engines out there,” he says with a smile, “and I also really like the roof air intake back to the radiator. It’s a cool solution that stands out,” he adds. Even with such a complete build, there are always a few things to do, and, in this case, David is hunting for more power because a mere 530hp clearly isn’t enough… “I want to change the camshafts so she screams even higher,” he grins, and that’s going to make this 3 Series even wilder, which is really saying something. With massive power accompanied by an apocalyptic soundtrack, it really doesn’t get much better than this epic E30, and watching David disappear in a massive cloud of tyre smoke, that V10 howling through the Swedish forest even after he’s long gone, you know he’s having the time of his life, and that’s what cars, and modifying them, is all about Japan Racing JR11 18s suit the build perfectly

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E28 M5 4 0 years ago, British car magazines were perhaps less given over to hyperbole than they are today, but the arrival of the E28 M5 had them reaching for the thesaurus of superlatives. The only criticism levelled at it was directed towards its hefty price tag – an eye-watering £31,295 – a staggering £11k more expensive than the M535i. Despite this, Autosport enthused; “It’s got it all – performance, discretion, practicality, luxury – in the right proportions,” while Performance Car reckoned the “New M5 is surely the ultimate Q-Car, a Plain Jane saloon with raving supercar performance.” The E28 M5 arrived at the

Twist the key, and the M88 six spins over with a wonderfully evocative starter motor whine before bursting into a busy idle overlaid with the sound of 24 valves warming to the task ahead

44 TOTAL BMW E28 M5 Amsterdam Motor Show in 1985, and while it wasn’t the first super saloon, it did define a genre that BMW’s been at the forefront of for four decades. BMW had already demonstrated its intent to produce some indecently rapid saloons, and the E12 M535i showed how effective this sort of confection could be. With the arrival of the E28 Five in 1981, it was inevitable that BMW would build on the success of the E12 with another fast Five. The E28 version was good, but BMW knew there was more to come if its Motorsport engineers were allowed to have a little bit of fun, along with a few influential customers who nudged BMW in the right direction. By the time the E28 M5 made its show debut, M had already delivered 25 machines to its enthusiastic special customers. Diving beneath the M5’s sober suit demonstrated how serious BMW’s intent was. Under the bonnet lay the same 24-valve M88 straight-six that made the E24 M635CSi such a ’bahnstormer and this melodic engine was derived from the mid-engined M1. For the M5 and M635CSi, its power was upped from 277 to 286hp thanks to larger valves, a pair of 264° camshafts, unique con rods and pistons and the adoption of Bosch ML-Jetronic fuel injection system over the M1’s rather troublesome Kugelfischer mechanical setup. While the engine was pretty cuttingedge for its day, M’s engineers obviously still had their eye on the Deutschmarks, as items like the crankshaft were carried over unchanged from the M30 big-six used in the 535i and 635CSi. BMW could have left the M5’s underpinnings more or less unchanged from the M535i, but that would have been selling the car short, and to cope with the 30% increase in power there were several revisions under the skin. While the car retained its The 3.5-litre M88 straight-six delivers a healthy 286hp The E28 M5 is an elegant, understated machine

prestigeandperformancecar.com JUNE 2024 45 MacPherson strut/semi-trailing arm configuration, there were unique Bilstein front dampers and a larger front anti-roll bar, although initially, the setup at the rear retained standard E28 components. Throughout its production life, the M5 gained Boge front and rear dampers and different springs at the rear, plus a larger-still front anti-roll bar and a thicker one at the rear, too. Stopping power was taken care of by 300mm vented front discs clamped by fourpiston calipers, while at the back, there were solid 284mm discs, and ABS was standard fitment. The M5’s gearbox was unique, too, the Getrag 280/5 (and unlike the M535i, there was no auto option), and power was transmitted to the road with the aid of a 25% locking limited-slip differential. While there were a plethora Under the bonnet lay the same 24-valve M88 straight-six that made the E24 M635CSi such a ’bahnstormer, and this melodic engine was derived from the mid-engined M1

46 TOTAL BMW E28 M5 of changes under the skin, the M5’s ‘plain Jane’ looks did very little to distinguish this super saloon from a 518i. There were a couple of very discreet M5 badges – one on the front grille and one on the boot lid – and the M5 had a slightly lower front valance, but other than that, you could very easily have walked past it in a car park without giving it a second look. Early European versions were shod with metric rims and TRX tyres, but as these looked no different to optional rims on other E28s, they weren’t exactly a giveaway, either. Later in its life, the E28 M5 sported 7.5x16” cross-spoke alloys with 225/50VR16 rubber, and the vast majority of the 187 right-hand drive UK cars came equipped with these. In this pure form, the E28 M5 was one of the ultimate Q cars, an entirely anonymouslooking sober-suited four-door capable of embarrassing much more exotic machinery. However, there were a significant number of owners who wanted their über-saloon to stand out from the crowd, and as a result, the M5 could be specced with the E28 M535i’s M Tech aerodynamic kit, and in the UK, around 40% of owners went down this route. E28 M5 ENGINE: 3.5-litre straight-six M88 TRANSMISSION: Getrag 280 five-speed manual, LSD MAX POWER: 286hp @ 6500rpm MAX TORQUE: 251lb ft @ 4500rpm SUSPENSION: MacPherson struts, coil springs, Bilstein/ Boge shock absorbers, anti-roll bar (front), semi-trailing arms with auxiliary pivot link, Bilstein/ Boge shock absorbers, anti-roll bar (rear) BRAKES: 300mm ventilated discs, four-piston calipers (front), 284mm solid discs, single-piston calipers (rear) STEERING: Recirculating ball, PAS WHEELS: 7.5x16” alloys TYRES: 225/50 VR16 TOP SPEED: 153mph 0-62MPH: 6.2 seconds DIMENSIONS (L/W/H): 4620/1700/1400mm WEIGHT: 1470kg PRICE: £31,295 (1986) HOW MANY: 2241, of which 187 were Euro-spec RHD The seats grip you in all the right places, the M Tech steering wheel feels great in the hand, and the classic driverorientated dash has everything you need just where you want it

prestigeandperformancecar.com JUNE 2024 47 Despite its boxy outline, the M5 is still a perfectly proportioned and well-balanced shape with its aggressively pointy nose; with those slim pillars and generous glass house, it promises to have a light and airy interior, and so it proves inside. The seats grip you in all the right places, the M Tech steering wheel feels great in the hand, and the classic driverorientated dash has everything you need just where you want it. No iDrive distractions, just classic simple M dials and a stubby gear lever that is perfectly positioned. Twist the key, and the M88 six spins over with a wonderfully evocative starter motor whine before bursting into a busy idle overlaid with the sound of 24 valves warming to the task ahead. The controls might feel heavy compared to a modern machine, but there’s a pleasant heft to them, and they feel just right. There’s a civilised ride, too, partly down to the generous (by today’s standards) 50-profile sidewalls, but it also seems that back in the 1980s, chassis engineers knew that you didn’t have to make a car’s underpinnings as stiff as a plank of wood to give the impression that it handled well. There’s real compliance here, and it’s significantly more suited to the UK’s crumbling road network than the majority of today’s crop of stiffly suspended, over-wheeled, runflat-shod BMWs. It’s the engine that dominates proceedings, though. It doesn’t have the immediate low-down The simple interior features only what you need, with no distractions shove of modern turbocharged machinery, but back in its day, it was judged to be a highly flexible unit. Let the revs climb, though, and as the needle passes the 4000rpm mark, you can feel some more horses joining the party, and as the revs rise further, they just keep coming. Pass 5000rpm, and the M5 feels genuinely quick, especially now its twin-cam has really found its voice and is dishing out soulful melodies increasing in pitch and timbre as you chase down the 6500rpm redline. Changing up just before you hit the limiter drops the straight-six right back into its sweet spot, and you can repeat the process until you run out of road. Performance Car enthused:

E28 M5 48 TOTAL BMW “When it is shown a clear road ahead, this impish devil wearing the smock of an angel will simply melt into a heat haze on the horizon.” Drive further, and the way the M5 goes about tackling a challenging road becomes the focus of your attention. Grip, while not up there with the best of the modern generation of M cars, is impressive nonetheless, especially in the dry, but what really grabs you is the way the chassis communicates with you. The recirculating ball steering might be a little lifeless around the straight ahead, but as soon as it starts to load up, it talks to you, letting you know exactly what the front tyres are up to, while there are messages coming through the seat of your pants feeding you information about the rear end. The semi-trailing arm setup at the back might not have the sophisticated multi-link setup of today’s machinery, but if you treat it with respect and understand its limitations, the M5 is unlikely to bite back. Use the powerful, but ever-so-slightly wooden, brakes to haul things up in a straight line and feed in the power judiciously, and the M5 is still a potent point-to-point weapon. The fact that it can do all this while carrying four passengers and their luggage is the icing on the cake. Back in the mid-1980s, the E28 M5 took the highperformance saloon to another level, and it’s easy to argue that every generation that’s followed has done the same thing. Autosport summed up the E28 M5 rather well; “That sober suit hides pure muscle, the motoring equivalent of Clark Kent hiding Superman. What else do you call a car with a maximum speed of over 150mph, which blasts to 60mph from a standstill in six seconds flat? That’s getting close to supercar performance.” The new model that’s on the horizon might lack the subtle look of the original, but you can bet your bottom dollar that it’ll be at the top of its class It might be almost 40 years old, but the E28 M5 is still a proper driver’s car

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The first generation of turbocharged M cars has forged its own legacy among the greats and builds like this show just why these cars are so popular and what’s possible when you go all-out. PEAK PERFORMANCE Words: Elizabeth de Latour Photos: Kevin Choi