Total BMW January 2024

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E36 M3 TOURING – SLICK S50 ESTATE issue #13


EPIC E30 M3 Utterly magnificent modified M!



657HP F22 M240i



PLUS NEWS / EVENTS / MODIFYING / CLUBS / ADVICE / TECHNICAL TOTAL BMW Kelsey Publishing Ltd, 5 Yalding Hill, Downs Court, Yalding, ME18 6AL EDITORIAL Editor: Elizabeth de Latour Email: Design: AT Graphics Contributors: Jason Dodd, Bob Harper, James Fossdyke, Josh Mackey, Daniel Bevis, Simmy Photography, Patrick Lauder, Guy Baker, Gregory Owain, Graham Leigh, Deniss Podnebess, Richard Holdsworth, Chris Barbour, John Lemm, Liam Hill, Ade Brannan, Mani Singh Hayer, Mark Brown ADVERTISEMENT SALES Talk Media Ltd Garry Brookes Tel: 01732 442245 Email: ADVERTISEMENT PRODUCTION Talk Media Ltd Email: 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 – 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 – Already a subscriber, manage your subscription online – WEBSITE Find current subscription offers at Buy back issues at Buy merchandise at Already a subscriber? Manage your subscription online at CLASSIFIEDS Tel: 0906 802 0279 (premium rate line, operated by Talk Media Sales on behalf of Kelsey Publishing Ltd. Calls cost 65p per minute from a BT landline; other networks and mobiles may vary. Lines open Monday-Friday, 10am-4pm) Email address – Kelsey Classifieds, Kelsey Publishing Ltd, 5 Yalding Hill, Downs Court, Yalding, ME18 6AL DISTRIBUTION Seymour Distribution Limited 2 East Poultry Avenue London EC1A 9PT Tel. 020 7429 4000 Distribution in Northern Ireland and the Republic Of Ireland Newspread Tel: +353 23 886 3850 Kelsey Media 2023 © all rights reserved. Kelsey Media is a trading name of Kelsey Publishing Ltd. Reproduction in whole or in part is forbidden except with permission in writing from the publishers. Note to contributors: articles submitted for consideration by the editor must be the original work of the author and not previously published. 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 Kelsey Media takes your personal data very seriously. For more information of our privacy policy, please visit https://www. . If at any point you have any queries regarding Kelsey’s data policy you can email our Data Protection Officer at

Editor’s welcome

When it comes to project cars, there are, broadly speaking, two groups of owners. There are those for whom the thrill is in the build – they will fully commit themselves to a project for however long, throwing everything they have at it in terms of time, money, passion and commitment. Once it’s done, they’ll take it to some shows, enjoy it, and then move on to the next project because the completed car no longer offers the same sort of thrill as building it did. Then you’ve got those owners who have kept their project for years, building it slowly over time, enjoying it at each stage of the journey, and for whom the joy comes from having the car. Whether it’s finished, whether they have major plans for the future or just a few little bits to tidy up, it doesn’t matter – they adore their car and will never sell it. If asked, I would have always confidently replied that I was in that second group. Those of you who joined Total BMW from PBMW may recall that I owned (and still own) an E39 540i, which I had turned into a full-on show car. I was convinced I would never sell it, and it would be part of my collection forever. And then, after not having seen or driven the car for two years, I recently did both those things as I moved it to a new storage location, and sadly, I realised that maybe the spark was gone. I thought about the cars I’ve owned in those two years, the fact that my E92 M3 became my new project and that I may have already moved on without realising it. I won’t be making any rash decisions regarding the E39, but this month, writing about owners who’ve had their projects for so many years and never plan on selling them gave me food for thought. And what a stunning selection of feature cars we have for you this issue, starting with our cover car. In my eyes, this E30 M3 is sheer perfection, and its owner has poured so much love and care into it. It’s had a glass-out respray, a full engine rebuild with uprated internals, and a fresh set of BBS E50s. Everything about is just so good, and it showcases this M icon at its very best. We’ve also got an E36 M3 Touring build, and the owner of this dazzling S50-swapped Atlantis blue estate has been working on this passion project for 17 years, and all that effort has really paid off. And we’ve also got an absolutely awesome Atlantis blue F80 M3 that ticks all the boxes and does everything right. Elsewhere, you will find a fullon, hardcore F22 M240i that’s wearing an M2 wide-body kit, and it’s also pushing out a massive 657hp. Then we’ve got an eye-popping Z4 Roadster that’s packed full of unique individual touches, a super-clean E28 M535i, plus a first drive on the brand new G60 i5 M60 5 Series, a guide to £25,000 coupés and loads more. Next month, we have a sensational 594hp turbo E36 Saloon, and you will not want to miss this spectacular build! For now, please enjoy everything the January issue of Total BMW has to offer, make sure you get all your Christmas shopping done, and I’ll see you next time! Elizabeth de Latour Editor

JANUARY 2024 3

Issue #013 January 2024 FEATURES 06 Cooking up a Storm

With its chef-owner spending the past 17 years working on this E36 M3 Touring build, it’s little wonder the end result is as stunning as it is.


28 Peak Performance

This E30 M3 was bought in a non-running rusty state and has been completely transformed into a simply sublime example of this classic performance icon.

36 Weird Science

Boasting an M2 wide-body kit, a hardcore interior, and the small matter of 657hp, this F22 M240i is one serious piece of kit.

44 M3isterstück

This awesome Atlantis blue F80 M3 build takes everything to the next level.

P94 SUBSCRIBE AND SAVE! Go to or call 0044 (0) 1959 543 747

58 Setting the Standard

Super-clean, expertly modded and built with an insane eye for detail, this E28 M535i is sheer classic perfection.

66 The Climb

Packed with individual touches, this bold, bright, mountain-themed E85 Z4 Roadster is a unique and eye-catching machine.

72 Thunder Down Under

This extreme 780hp V8-powered E46 M3 racing machine is an awesome creation that truly delivers on track.

Follow us TotalBMWMagazine @TotalBMWMag 4 TOTAL BMW



20 36



All the latest global BMW news.

18 Column: Bob Harper Bob questions the wildly fluctuating price of classic used BMWs.

20 First Drive: G60 i5 M60 5 Series

A new 5 Series is always a big deal, and the eighthgeneration car arrives with the all-electric i5 M60 as the current range-topper. We get behind the wheel to see what it’s like.

52 Three-of-a-Kind: £25,000 Coupés In the first of a new series, we set ourselves a budget and pick three similar used BMWs for the money that all offer something different. This month, we compare the F13 640d, F82 M4 and the E31 840Ci.

80 Market Watch Our expert takes a look at the G30 540i xDrive M Sport Saloon market.

82 Our Cars All the latest updates from the Total BMW fleet.

90 90 Readers’ Cars A selection of your submissions.

92 Back Issues 94 Subscriptions

Save money and make sure you never miss an issue!

96 Classifieds 98 Next Issue

An awesome 594hp turbo E36 Saloon. JANUARY 2024 5


This seriously tasty E36 M3 Tou uring build first dazzle es you with its briilliant Atlanttis blue bodyworrk, th hen hits you wiith the full flavour of its S50 pow werplant, and lea aves you in no doubt th hat its owner kno ows the rec cipe for building a perfectly modded BM MW. Word ds: Elizabeth de Lato our Photos: Jason Dodd



MW is very good at not giving people what they want and, then, leavin ng them to do things themselves, or giving people what they want but not really committting to it. This is especially prevalent in M cars. So, for example, the M3 Saloon. E30 – no four-door for you. E36 – ya ay, a saloon! E46 – where’s myy saloon gone…? M5 Touring? Well, you can have one, said BM MW when the E34 cam me out, but only in LHD. But then you’re not allowed an E39 9

estate. Then it came back in E61 form be efore disappearing for two gene erations. Will it stay on afterr it reappears next year? Who knows – in fact, we doubt even BMW knows… And as fo or an M3 Touring? Nope, you can’t have one of those, at all.. Until, finally, we, at long, long la ast, got one now with the G81. Au udi and Mercedes have been throwing RS and AMG estate es at buyers for years, while BMW has denied loyal fans. This is why we’vve seen so many awesome M3 estates

made by ow wners who wanted fast Touring gs but were denied by BMW. Owners like Oliver Ross (f_worrdm3), whose E36 M3 Touring build is a magnificent machine pa acked with countless details and touches, and it’s a seriously sp pecial spicy E36. Oliver is a man with not just a fascinatin ng car history, but a very interessting personal history, too. Oliver has worked as a chef since he was 16 (he’s 51 now), and he’s also started a catering colleg ge,, so o we’re definitely going round to hiis for dinner, and he’s JANUARY 2024 7


a man of taste in more ways than one. “I grew up in Austria when I was younger and always enjoyed watching BMW (E30) beat Mercedes (190) in DTM. Plus, my dad had an E21 320i in white with M stripes, which looked brilliant. I was only six or seven,” he grins, and those early BMW experiences made a big impression on him. Oliver’s first car was a Vauxhall Chevette (“Don’t read too much into it,” he laughs), but with his BMW-centric upbringing, it was only a matter of time before he bought one for himself. “My first BMW was a red E36 320i Coupé L reg, one of the very first. It looked great on the forecourt and drove really well. My wife (girlfriend back then) forced me to sell my modified Renault 5 GT Turbo, and I bought it because it was such a nice car to drive. Not saying that’s why she married me, but it would have been close,” he laughs. While it’s fair to say that the E36 is a bit of an unloved 3 Series, that first taste of ownership clearly made a fan out of Oliver as he’s owned no fewer than four E36s now, and Oliver’s E36 M3 Touring has been 17 years in the making, and it was worth it


he’s certainly not been shy about modding his cars. “I’ve pretty much modified every single car I’ve had,” he smiles. “I’ve always added a personal touch to every vehicle, but engine and drivetrain swaps were never really part of the plan until I bought the E36 Touring with an M3 number plate,” and while that’s a pretty extreme reason to go and build an M3 Touring, we respect the commitment. “My wife and I had our first child, and with a second on the way, I was on the lookout for a family wagon,” explains Oliver about this particular E36 purchase. “I was looking at E36 Tourings in black, red and blue, then this one popped up on

The S50 swap has totally transformed this car and turned it into something special

The front end has been enhanced with an aggressive GT splitter, colour-coded intakes, colour-coded fog light blanks and a set of black grilles. M3 mirrors are very fitting here, while, at the rear, there sits a small colour-coded roof spoiler

JANUARY 2024 9


Auto Trader. It looked amazing, although the MV2 wheels that were on it weren’t very appealing. It was in York, and a Greek guy had bought it for his wife, but she didn’t like it. It was in quite good condition, but the colour was just amazing,” he enthuses, and the deal was done. “I definitely wanted to improve the wheels and get it lowered as it was sitting quite high. It had lovely black leather with colour-coded piping, which I definitely didn’t want to change. But, really, it turned out to be a fantastic daily, with trips to the South of France, and all over England,” grins Oliver. Oliver’s first port of call in terms of mods was to sort the stance and add the right wheels to go with those newlyapplied lows. To achieve the sort of drop he was looking for, the stock suspension was unceremoniously ejected, and a set of coilovers was fitted. As you can see from the photos, it was all about getting this Touring 10 TOTAL BMW

Coilovers have got this E36 sitting seriously low, and it looks absolutely fantastic as a result

sitting seriously low and it’s mission accomplished. Peep the profile shot, and you can see how far over the sidewalls the arches sit, and it looks absolutely awesome. The coilovers have also been joined by an X-brace to help tighten up the handling. As Oliver mentioned previously, when he acquired his E36 Touring, it was wearing

MV2s. While they’re not bad wheels, they’re not right for the E36 shape, so the hunt was on for something nicer. “I had two sets of new wheels before I came across the Style 42s. These wheels sit so well, but they wouldn’t move in the arches with my old tyres (255 rears). New tyres were needed, and a small stretch was applied to

E36 M3 Touring ENGINE AND TRANSMISSION: 3.0-litre straight-six S50B30. ZF Type C five-speed manual gearbox


8x18” (front) and 9x18” (rear) BBS Style 42 wheels with metallic grey centres and polished lips, 215/40 (front) and 225/35 (rear) tyres, coilovers, X-brace


Atlantis blue, GT front splitter, black grilles, colourcoded fog light blanks, colour-coded front bumper intakes, M3 mirrors, colour-coded rear spoiler


Standard black leather seats with Atlantis piping, Raid Silberpfeil airbag steering wheel, Storm Motorwerks gear knob, M3 gauges, M3 kick plates, black headlining


The wife came out for a drive during the summer, but she’s still not sold on the conversion. I’ve had it for 17 years, so there’s not much chance of it happening now! Thanks to Pete and Steve for always looking after it mechanically

allow for perfect fitment. There is absolutely no rubbing at all, even on full lock. Also, being a BMW and BBS wheel (although for an E39), it suits the theme of the car,” says Oliver, and we can only nod our heads in vigorous agreement. The two-piece 18s look fantastic on the E36, especially with those metallic grey centres and polished lips. This was an inspired choice of wheel and the Style 42s work so well here.

Sticking with exterior aesthetics, Oliver hasn’t done much to his E36 Touring, but a few choice additions have made all the difference. “I don’t ever want to do a mod just because everyone else is. I like to think a little differently and try to come up with my own unique version of what BMW would have made,” explains Oliver. Truth be told, he could do pretty much whatever he wanted, and he still couldn’t make this 3 Series

There are countless details wherever you look, like the colour-coded intakes and that tailgate spoiler

look bad thanks to the stunning Atlantis blue it’s finished in. The front end has been enhanced with an aggressive GT splitter, colour-coded intakes, colour-coded fog light blanks and a set of black grilles. M3 mirrors are very fitting here, while, at the rear, there sits a small colour-coded roof spoiler. It’s the perfect selection of styling upgrades that come together to really get this Touring looking its best.

JANUARY 2024 11


Of course, the meatt of this build is what sits under the bonnet, and it’s no surprise that it’s Oliver’s favourite part of the project. “The orig ginal 2.8 was tuned to 223hp (dyno’d), but the S50 is just in a different league,” he grins. That glorious 3.0-litre straight-six ma akes 286hp in standard form m, more than enough to be gettting on with, and delivers electtric throttle response and a sensattional soundtrack that makess the whole driving experience absolutely spectacular.. Even in 328i form, this would be a great E36 build, but that S50 0 swap makes it something sp pecial. Finally, there’s the in nterior, and Oliver hasn’t messsed around with things, as that black leather with Atlan ntis piping is too good to touch. He’s retained the standard wood trim that the car came with, but he’s replaced the gear knob with a sexy Storm Motorwerks item, and it’s mated to a quickshifter. A wonderfully re etro Raid Silberpfeil steering g wheel has been added, along g with a set of M3 gauges, M3 kick plates, and black headlining as the finishing touches. 12 TOTAL BMW

This E36 M3 Touring makes all the right noises

With Oliver’s experience as a che ef, it’s no surprise he’s cooked up suc ch a tasty Touring, and this E36 M3 3 wagon is downright delicious. Of course, it goes without saying that this is not an overnight project, and d Oliver has been working on his E36 for quite some time. “It’s 17 years in the making, and the paint is now how it should be, with no rust under the car. I will tweak the engine, and there are a small few w touches still to come, but who kno ows when those will happen.

It’s still ongoing as I still have un nfinished parts and upgrades I want to do,” he adds, and a car lik ke this is never truly finished. Mind you, there’s no rush – this is a leisurely build that’s there to be e enjoyed because it’s going no owhere: “This is for life, I have no o intention of selling,” says Oliver with a smile. And with a magnificent M3 Touring to drive whenever the mood takes him, yo ou can be sure that smile won’t be e fading anytime soon



VISIT WWW.BMAUTOSPORT.CO.UK For more info & full product range

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New G60 5 Series in detail

The eight-generation 5 Series Saloon is on sale now, with five models to choose from, offering petrol, hybrid, and all-electric propulsion, and three exceptionally well-specified trim levels in the UK – M Sport, M Sport Pro and the exclusive i5 M60 xDrive. The eighth generation vehicle has grown in length by 97mm to 5060mm, in width by 32mm to 1900mm and in height by 36mm to 1515mm. The wheelbase has been increased by 20mm to 2995mm for improved seating comfort, especially in the rear. Up front, the Adaptive LED Headlights incorporate both the cornering light and the Matrix High Beam, including the glare-free High Beam Assist BMW Selective Beam. M Shadow Line lights with black trim for the inside of the headlight housings are standard on M Sport Pro models. M Sport Pro variants of the 5 Series Saloon stand out with the illuminated BMW kidney grille with black surround, the dynamic light carpet, high-gloss black exterior mirror caps and a blackpainted M rear spoiler. In addition, 14 TOTAL BMW

there are also the M Shadow Line lights for the front and rear and red-painted brake calipers. With its frameless glass surface slightly inclined towards the driver, the BMW Curved Display consists of a 12.3” Information Display behind the steering wheel and a Control Display with a 14.9” screen, which merge into a single fully digital high-resolution display unit. The iDrive experience, based on BMW Operating System 8.5, offers a new graphic display with a particularly clear start screen and “QuickSelect” access for simple and intuitive touch operation. BMW has also partnered with gaming platform AirConsole to allow the driver and passengers to play casual games while the vehicle is stationary, for example, to pass the time while charging your i5. You use your smartphone as a controller, and there are currently some 20 games to choose from, with more due to be added in the future. As standard, the new 5 Series Saloon is the first model in the UK

to feature Veganza upholstery from the initial launch. The car includes black seat surfaces in the leatherlike Veganza finish, with the material also extending to the dashboard and door panels. Optionally, the leatherfree surface material is also available with a decorative perforation and in three other colours. Further optional equipment includes BMW Individual Merino leather upholstery in several bi-colour variants. There’s a newly designed threespoke, flat-bottom steering wheel, with contrast stitching in BMW M colours. In the i5 M60 xDrive, a red centre marker on the steering wheel emphasises

its sporty character. A steering wheel heating function is offered on all models as part of the Comfort Pack. The control panel on the centre console has also been redesigned. The iDrive Controller, new gear selector switch, start-stop button, My Modes buttons, volume control and other buttons are clearly arranged on the centre panel. With the CraftedClarity option, crystal glass applications for selected controls add a luxurious touch. A wireless charging tray is included as standard on all models. The newly designed seats offer increased comfort and optimised adjustment options. Sport seats are included as standard and incorporate electric height and inclination adjustment as well as a heating function. The backrests of the outer rear seats extend far into the door areas, increasing comfort. The entire rear seat backrest is now divided as standard in the ratio 40:20:40. The luggage compartment of the new 5 Series Saloon has a total storage volume of up to 520 litres (490 litres on i5 models). The standard equipment of the new 5 Series Saloon includes automatic air conditioning with an extended range of features. In the instrument panel area, seam vents are used instead of conventional air vents, positioned at the height of the BMW Interaction Bar. A four-zone automatic air conditioning system with a separate control panel in the rear, air vents in the B-pillars and nanoparticle filters is available as part of the Comfort Plus Pack. For the first time, the air conditioning makes it possible to separately regulate the

temperature in the front footwells. The optional panoramic glass roof is a first for the new 5 Series Saloon. It covers almost the entire roof surface and extends without interruption from just behind the windscreen to almost the rear window. An optional interior sunblind provides shading of the interior. The standard Harman Kardon Surround Sound System provides a high-level sound experience with 12 speakers and a 205-watt amplifier. With 18 speakers and amplifier output boosted to 655 watts, the optional Bowers & Wilkins Surround Sound System guarantees an outstanding acoustic experience. A new eight-speed Steptronic Sport transmission is standard, with shift paddles on the steering wheel and a Sport Boost function activated by the left paddle.

All new 5 Series Saloons are equipped with the latest electromechanical power steering as standard with Servotronic, while Integral Active Steering comes as part of the Adaptive Suspension Professional package. Depending on vehicle speed, the rear wheels are turned either against the front wheels or in the same direction by up to 2.5°. At low speeds, this aids with manoeuvring in and out of parking spaces, while the turning circle is reduced by more than 0.6 metres to 11.7 metres. The new 5 Series Saloon is equipped with M sport suspension as standard. It includes a firmer tuning of the springs, dampers and anti-roll bars, combined with a lowering of the vehicle by 8mm. The BMW i5 also features stroke-dependent control of the dampers on both axles. The additional hydraulic damping calms the

JANUARY 2024 15


body when compensating for vibrations caused by uneven road surfaces. The i5 is also equipped with rear-axle selflevelling air suspension as standard. The Adaptive Suspension Professional with electronically controlled dampers is optionally available across the range. Meanwhile, the i5 M60 can be specced with Adaptive M Suspension Professional with additional Active Roll Stabilisation. The standard equipment of the new 5 Series Saloon includes 19” alloy wheels on M Sport models, while M Sport Pro models receive 20” alloy wheels as standard. In addition to the tyre pressure display, the new BMW 5 Series Saloon features a digital tyre condition monitoring system as standard, making it possible to detect tyre issues earlier. This is made possible by a diagnostic function using artificial intelligence (AI) in the BMW backend. Driving Assistant Professional, available as part of the Tech Pack Plus, includes Distance Control with Stop & Go function and Steering and Lane Control Assistant. Further components of the system are Side Collision Protection with active return, Road Priority Warning and Wrongway Warning, the front and rear Crossing-traffic Warning with braking function as well as the Emergency Lane Assistant and Emergency Stop Assistant functions in selected countries. Launching initially in Germany, the United States and Canada, this package also includes a new version of the Active Lane Change Assistant, which can be controlled by eye activation. The vehicle suggests a lane change, and this can be carried out by looking in the exterior mirror

to confirm. The Active Lane Change Assistant makes the necessary steering movements automatically up to a speed of 85mph. The launch timeframe for this functionality in the UK market is not confirmed. The standard Parking Assistant includes start monitoring and the Trailer Assistant, as well as a Reversing Assist Camera that creates panoramic images of the area behind the vehicle. Parking Assistant assists the driver in selecting parallel or perpendicular parking spaces. The standard Reversing Assistant enables automated reversing in narrow environments such as multistorey car parks. Parking Assistant Plus, part of the Tech Pack, also includes the Parking View, Panorama View Front and 3D View functions. The cloud-based navigation system BMW Maps is part of the standard BMW Live Cockpit Plus. It offers fast and dynamic route calculation based on real-time traffic data. In addition,

the new BMW Maps system allows drivers to use improved route planning optimised for charging on long-distance journeys with the i5 The optional Comfort Access function also includes the BMW Digital Key Plus. It offers the option of unlocking and locking the new 5 Series Saloon via security-optimised Ultra Wideband (UWB) technology using iOS or Android smartphones or the Apple Watch. Approaching or moving away from the vehicle triggers unlocking or locking. The smartphone can remain in your pocket. Finally, the Tech Pack includes an interior camera in the roof area that allows passengers to take photos and record video and sound to capture special moments and share them with friends or family. The interior camera is also activated when the anti-theft recorder is triggered. The new 5 Series Saloon is available to order now, priced from £51,000.


Max Power (hp)

Peak Torque (lb ft)

Acceleration (0-62mph) (secs)

Top Speed (mph, limited)

Electric Range (WLTP) (miles)*

CO2 Emissions (WLTP) (g/ km)*

Fuel Consumption Combined (WLTP) (mpg)*

Electric Power Consumption (WLTP) kWh/62 miles*

OTR Price































i5 eDrive40










i5 M60 xDrive










*These figures may vary depending on the wheel/tyre size and items of optional equipment selected 16 TOTAL BMW

Bob Harper Bob has been perusing the classifieds and comes away confused.


he bank account is looking increasingly bare, but, nevertheless, I have to admit that one of my favourite pastimes remains looking at the classifieds and daydreaming about what might have been had I paid more attention at school. Naturally enough, I always start in the BMW section on the off chance that a rare E30 M3 or a genuine Batmobile pops up for pennies, but, alas, this is not the sort of good fortune that I’m blessed with. I sometimes flirt with other marques, and I’ll freely admit that if an Alfasud 1.5 Ti with chrome bumpers ever appears, I’d be remortgaging faster than you can say rusty Alfa. It was my first car, and I absolutely loved it. Such a shame they were made from pre-rusted Russian steel. However, when I return to the world of BMW, I can’t help but be bemused by some of the asking prices for cars that, just a few years ago, were virtually 10 a penny. It seems that everyone thinks their old BMW is a bonafide classic these days, and the fact that it’s failed its last MOT on catastrophic rust, the head gasket has gone, and the seats are ripped to shreds is conveniently ignored with some artfully 18 TOTAL BMW

taken pictures of the one or two good bits on the car. Having been an E24 lover since I bought my first 635CSi back in the mid-’80s, I can’t help but click on adverts for the iconic 6 Series, mainly M635CSis as I’ve also owned two of these and loved every minute. Neither of my cars was in particularly brilliant condition, but mechanically, they were pretty good and a huge amount of fun to drive. Sadly, I’m unlikely to own one again judging by their advertised prices, especially as one sold for £100k several years ago, and the very best of the best – fully original, ultra-low mileage, low owners, bulletproof history – are still being offered at these figures. However, owners can ask whatever sort of money they like for a car, and unless you can morph into a fly on the wall when buying negotiations are underway, you generally don’t know what prices are being paid. This is where the online auction houses come into play as you can see exactly how much has been paid, and from the several hundred pictures that accompany the ads, you can form a fairly accurate idea of the condition they are in. And this is where it all becomes a bit difficult to understand what’s going

on. Over the last few months, I’ve seen quite a few M635CSis on Car & Classic being advertised for more than £50k… even some nice 635CSis have been offered for this sort of money, but slide into Collecting Cars sold prices and you’ll see a different story. A 57k-mile example in a rare colour that’s chassis number four of the UK cars recently sold for £32,000, while a 113k-mile Motorsport edition model went for £25k. There are restoration projects being offered on other platforms at getting on for these prices! Maybe M6s just aren’t as desirable as I thought, or did that £100k example that sold a few years back give a falsely inflated idea of what a perfect M635CSi is worth? A case in point is a recent sale on Collecting Cars – an 81k 1986 example that realised £38k. Back in 2020, the same car was snapped up for £63k! Maybe buyers are looking for different cars these days… are lowmileage original cars worth more than ones that have been subject to £100k restorations? I must admit that I’m finding it hard to tell, but in a couple of years, when the oldest M6s will be ULEZ compliant under the 40-year rule, I could be in the market. But only if they drop in price a little bit more!

Christmas cheer THAT LASTS ALL YEAR!





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G60 i5 M60 xDRIVE Can the high-performance i5 M60 xDrive prove its worth over and above the standard electric 5 Series?

Words: James Fossdyke Photos: BMW



hese days, it feels as though BMW’s M division is a bit muddled. With all these M60i and M50i models kicking about, what does it really mean to be a modern M car? Especially at a time when electric cars are becoming mainstream, emissions laws are tightening, and soon manufacturers will be forced out of using big and powerful petrol engines to differentiate their most potent models. It’s all a bit of a poser for BMW, but the company seems to be going about

things in the right way. Last year, for example, the i4 M50 xDrive was the bestselling single M model in the manufacturer’s global range. And now that car’s big brother is here. Based on the new G60 5 Series, it’s called the i5 M60 xDrive, and it aims to offer all the best bits of its 4 Series Gran Coupébased sibling in a bigger and more modern package. From the outside, at least, things are off to a good start. The i5 M60 xDrive builds on the conventional 5 Series styling

with a new grille panel with a black surround and a slightly lower stance, with the Adaptive Suspension Professional system lowering the M60 xDrive by 8mm compared with its sister car, the less powerful eDrive40. In our view, the combination helps to make the M60 xDrive the bestlooking 5 Series revealed so far, although we’re yet to see the more performance-orientated combustion-powered models arrive as yet. But whether it’s usurped by an upcoming M model or not, it’ll always be a handsome, chiselled thing. JANUARY 2024 21


The interior, too, is a triumph of design, although there’s little to differentiate this model from the basic i5 when you get inside. Sure, there’s a red tab on the steering wheel rim and a few other minor trim upgrades, but by and large, it’s much the same. That’s no bad thing per se – the standard i5’s interior is generally quite a pleasant place to sit, although the design will be a little chintzy for some – but it might come as a disappointment in some ways. Particularly as a few of the new i5’s cabin features, such as the fiddly air vent controls, aren’t quite as sturdy as we’ve come to expect from BMW, and the M60 xDrive does nothing to sort those little niggles out. But it does nothing to damage the i5’s cabin, either, with no discernible difference in the level of technology and features available. You still get the same Curved Display housing for the touchscreen and digital instrument display, and you still get the same latest-generation 22 TOTAL BMW

Operating System 8.5. It’s a great system, and the new screens are shining examples of BMW’s expertise when it comes to digital interfaces. Both are sharp, clear and easy to navigate, thanks in part to the continued inclusion of the iDrive controller. The i5 also gets a new interpretation of BMW’s touchscreen heating and ventilation control systems, which makes them much more accessible. We’d still like to see BMW revert to the more tactile physical switchgear, though, particularly for more performance-focused models. As with the eDrive40, buyers can also add to their infotainment system with a few choice upgrades. There’s a clever AirConsole system, for example, which essentially turns the car into a games console and allows you and other occupants to play a selection of cartoonish video games while parked. Simply hook up your smartphone, and the system will

The G60 i5 M60 is big, heavy and expensive, but it’s also very impressive to drive

M60 badging indicates that this is the fastest Five you can currently buy

turn that into your controller. Is it a gimmick? Maybe, but it’s a fun gimmick all the same. Buyers also benefit from the same plentiful amount of cabin space no matter which i5 they choose, with enough room for four adults to sit perfectly comfortably. In the rear, headroom is more than adequate, even for those well over six feet tall, while legroom is also more than sufficient. Further back, the 490-

the M60 xDrive adds a second motor to the front axle, upping the power to a meaty 601hp and increasing torque to more than 600lb ft litre boot is the same size as that of the eDrive40, but it’s 30 litres down on the capacity of the petrol-powered 520i. Nevertheless, it’s ample cargo room for most people’s needs, even if the space isn’t especially deep. But although the specification is more or less the same as that of the eDrive40, save for a few fairly minor differences, the M60 xDrive commands quite the premium over its sister car. Whereas the standard i5 eDrive40 comes in at just over £74,000, the M60 xDrive costs almost £98,000. It’s a big price jump, particularly when the interior and exterior specifications don’t change all that much. On the other hand, it still leaves the most powerful i5 almost £15,000 cheaper than

the outgoing M5 Competition, which is currently still available to order. It’s a lot of money, and to justify it, BMW has given the M60 xDrive a lot of power. Whereas the entry-level i5, the eDrive40, comes with one motor producing 340hp, the M60 xDrive adds a second motor to the front axle, upping the power to a meaty 601hp and increasing torque to more than 600lb ft. The addition of a second motor does increase the weight slightly – the M60 xDrive weighs almost 2.4 tonnes at the kerbside – but the power increase is more than sufficient to overcome that handicap. In fact, because of the extra power and the fact the torque is delivered instantly to all four wheels, the M60 is quite a lot JANUARY 2024 23


the M60 xDrive may be the variant you choose with your heart rather than your head, but it’s still the best car in the range faster than the eDrive40. Getting from a standstill to 62mph takes a mere 3.8 seconds, and flat out, the M60 will travel at 155mph. It’s pretty ample performance for an executive saloon, and it’s fast enough to give some serious sports cars a run for their money, too. But it’s not just the speed off the line that makes the difference – it’s the way the M60 accelerates on the move. Obviously, there’s no waiting for the transmission to kick down, and the mountain of instantaneously delivered torque will catapult you towards the horizon – particularly if you pull the little paddle behind the steering wheel that frees up all 601 horses for a few moments and boosts torque to 605lb ft at the same time. But even with the ‘standard’ 517hp you get in the laziest settings, the acceleration is still enough to pin you into the seat. That’s combined with a strangely bovine noise from the speakers, designed to give you some of the aural feedback you lose by going electric, and it intensifies in Sport mode. Long story short, this system doesn’t work very well, subtracting more from the experience than it adds. Fortunately, the M60 xDrive’s updated suspension has the opposite effect, giving this more


potent version of the i5 a little more body control than its less powerful sibling. Neither car is what you’d call loose, but the M60 just feels that bit sharper when you turn into a corner, with the body following the front wheels that fraction more keenly. The difference isn’t night and day, but the M60 is undoubtedly pointier. It’s just as well balanced, too, and that comes in handy if you get over-excited with all that power that’s available. Get greedy on the exit of a corner, and the rear will step out of line, especially when it’s wet, but the precision of the steering and the innate controllability of the platform means the i5 is still easy to control and correct. Yes, you could probably accuse that steering of feeling a bit rubbery in its softest setting but opt for Sport mode, and it firms up a little. The M60 also comes with vastly improved brakes compared with the eDrive40. Though the basic car’s anchors seem effective enough, it feels as though you have to work them hard to achieve the kind of stopping distance you’d like. Perhaps that’s down to the weight of the car or the speed at which it can gather pace, but the M60 manages to feel

The i5 M60 gets a few unique interior touches

much more responsive and powerful when you squeeze the pedal on the left. That, combined with the balance, gives you much greater confidence in what the car can do. And somehow, the M60 does that without completely spoiling the i5’s ride. Of course, the lower, sharper suspension means it feels a bit stiffer over potholes and the like, but the ride isn’t significantly less impressive than that of the base model. And anyway, that extra

G60 i5 M60 xDrive ELECTRIC SYSTEM:

Two electric motors and an 81.2kWh battery


601hp in My Mode Sport, M Sport Boost or M Launch Control (normally 517hp)


605lb ft in My Mode Sport, M Sport Boost or M Launch Control (normally 586lb ft)

0-62MPH: 3.8 seconds

TOP SPEED: 155mph


283-321 miles


WEIGHT (EU): 2380kg

PRICE (OTR): from £97,745

stiffness just provides a little more information about what the wheels are up to, and that comes in handy when you’re driving quickly. As long as that informativeness never crosses the threshold of discomfort – which, in the case of the M60, it doesn’t – it isn’t a problem. Even around town, the M60 doesn’t feel too spiky for a car with this much pace, and the highspeed ride in the softest setting is really quite comfortable. It doesn’t quite glide over

the surface, but it absorbs everything with relative ease. The driving experience, therefore, is a big plus point for the M60 xDrive, but the electric range isn’t quite what it is in the eDrive40. With that extra weight and more powerful motor system, it was bound to be less efficient, and that means the very same 81.2kWh battery manages fewer miles between trips to the plug. Where the eDrive40 offers between 309 and 362 miles on a

The G60 styling might take a little getting used to, but it’s certainly got plenty of presence

The cabin looks fantastic, and there’s a real upmarket quality feel to everything

charge, according to the official economy test, the M60 cuts that figure to between 283 and 321 miles. And that’s just the official figure. In the real world, neither car is likely to achieve the quoted range, although while the eDrive40 stands a decent chance of covering more than 250 miles between charges on a mixture of roads, the M60 will struggle to achieve quite the same feat. You’re probably looking at something in the region of 220 miles on a charge.

JANUARY 2024 25


At least the M60 xDrive and the eDrive40 versions of the i5 both have the same charging capability, allowing the BMW to take on charge at up to 205kW if you can find a sufficiently powerful DC charging point. Do that, and it’ll get from 10 to 80% in half an hour, although using a domestic ‘Wallbox’ charger to charge the battery completely will take all night. Even if you have an 11kW three-phase AC electricity supply, BMW claims it’ll be an eight-and-a-halfhour job. Nonetheless, very few owners will trundle onto the drive with a completely discharged battery, so, in the real world, we’d expect domestic charging to be completed overnight with no trouble at all. Generally speaking, then, the i5 is a tantalising preview of what the new 5 Series will be like, and the signs are good. Obviously, we can’t draw too many conclusions about the more modest 520i and 520d models from the highperformance i5, but the new 5 Series is shaping up to be another class leader. And the 26 TOTAL BMW

electric models are so good that they look set to form a huge part of the new model’s line-up. For the vast majority of 5 Series customers, this i5 M60 xDrive model will be a bit unnecessary, and that will probably blunt its sales figures slightly. When the eDrive40 is exceptionally good, more efficient and considerably cheaper, that seems destined to be the i5 of choice. That said, the i4 M50 xDrive is a less appealing and more expensive car than the i4 eDrive40, but you still see plenty of the highperformance versions on the road. In the case of the i5, then, the M60 xDrive may be the variant you choose with your heart rather than your head, but it’s still the best car in the range and the most capable all-electric performance car BMW has built to date. Given there are some pretty desirable cars in that list, including the hugely impressive i7 M70 xDrive, that’s quite some going, and it should ensure some customers choose to spend the extra money



BMW SPECIALIST • FAST ROAD & TRACK PREPARATION • SERVICING • TEAM SCHIRMER AUTHORISED DEALER • STYLING Swift Performance are a Buckinghamshire based BMW M specialist with over 50 years experience between the team at independent and dealer level. Improving and upgrading BMWs in all departments for fast road and track use as well as carrying out routine service and maintenance work.

Web: Instagram: @Swift.Performance Tel: 01296 906100 Swift Performance Unit 22-23, Weston Way Industrial Estate, Stoke Mandeville, Aylesbury, HP22 5GT

PEAK PERFORM After being off the road for 10 years, this E30 M3 has been fully restored, and with its S14 rebuilt and comprehensively upgraded, it’s now in the best shape of its entire life.

Words: Elizabeth de Latour Photos: Josh Mackey


onsidering how iconic, rare (when’s the last time you saw one out in the wild?), and special the E30 M3 is, it’s amazing just how many modified examples we’ve come across, and how many we’ve featured in just the past 12 months of the magazine being on sale. We’re 28 TOTAL BMW

not complaining, because we love E30 M3s at least as much as anyone else, and we love to see people enjoying them. And what’s great about the E30 M3 is that it’s virtually impossible to ruin it. We’re not saying it’s totally impossible, but we don’t think we’ve ever seen a truly badly modified example.

The reason for that, we’d say, is that they’re not casual purchases, and they’re bought by real enthusiasts who have real taste. If they didn’t, they wouldn’t be buying an E30 M3 in the first place, let’s be honest. The only thing you can ever really do when modifying an E30 M3 is enhance it, and Chris


Dunbar’s (@dunbar_approved) immaculate example has been enhanced to the high heavens. “I have always had a soft spot for the E30 and E39 BMWs,” begins Chris as we chat. “The classic styling lines, analogue feel and build quality all sum up why I think they are special cars. My first BMW was a 2001 E39

540i – I could not afford the M5, but the V8 in the 540i was good enough at the time to hold me over,” he smiles, and we definitely approve of that choice. The E30 M3, however, is something rather more special, and with his soft spot for the first-gen Three, it’s no surprise that the ultimate incarnation was on Chris’s radar.

“An old co-worker had this car under cover for six or seven years that I knew about it. When I moved across the state for a new job, my parting words to him were: ‘If you ever want to sell that car, I’m your guy…’ Five years later (2020), I got that phone call. When we discussed details, he explained that he was not going to let the JANUARY 2024 29

E30 M3


2.3-litre four-cylinder S14B23 fully rebuilt by C&D Engine Performance, Schrick 284/276 cams, Supertech valves, Sport Evo valve springs, custom CP 11:1 compression-ratio pistons with increased valve reliefs, mild head porting and manifold matching, Calico coated crankshaft bearings, custom machine work for crank, custom carbon fibre intake manifold, BMW OEM shim kit, new slotted OEM cam gears, BMW OEM gasket kit, OEM oil pump, timing chain and components, all new bearings and seals, new OEM AC condenser, new OEM AC fan, new OEM radiator, new OEM engine hoses, new OEM oil cooler, valve cover to oil pan assembly, valve cover, strut brace, and intake manifold powder coated factory wrinkle black, factory power steering rack restored in New Zealand including zinc plating, restored factory zinc parts (power steering reservoir bracket, engine brackets), 200hr+ of zincplating engine bay components, all bolts and fasteners replaced throughout, Innovate LM-2 wideband O2 sensor, Supersprint exhaust with Stromüng silencer


Getrag 265 five-speed manual gearbox, new OEM clutch and pressure plate, Sport Evo lightened flywheel, new OEM clutch master cylinder


8.5x17” ET13 (front and rear) BBS E50 magnesium wheels with Continental ExtremeContact 225/40 (front and rear) tyres, 8.5x17” (front and rear) Volk TE37 wheels in bronze with Continental 225/50 (front and rear) tyres, 17” BBS RS212 wheels, KW V1 coilovers, restored brake booster, new OEM brake master cylinder (NLA), new OEM brake booster reservoir (NLA), restored OEM ABS pump (NLA), new OEM brake lines


Full respray in Zinnober red, Schutz undercoated wheel wells, new Hella Schwarz headlights, new French yellow fog lights, Sport Evolution rear spoiler, Euro towing eye covers, BMW Heritage emblems


Recaro Orthopaed seats in Nappa leather, Europameister Nappa leather door panels, extended Nappa leather console, Nappa leather handbrake handle, OEM Sport Evolution Alcantara gear knob, new OEM M Tech 1 370mm steering wheel, new OEM pedals, new OEM Sport Evolution dead pedal (NLA), restored OEM Alpine 5908 radio w/Cantaloupe Bluetooth module


I’d like to thank TWCompetition members Jim and Viet for always pushing to be ‘the best’, John Zuberek was instrumental in helping me find the right people for the job in town (and dry-ice blasting!), Sean Edwards and Jeff Miller for their body and paintwork, Chuck at C&D for the motor rebuild, and of course my wife and family for putting up with the rebuild at home while taking over her garage space


An old co-worker had this car under cover for six or seven years that I knew about it. When I moved across the state for a new job, my parting words to him were: ‘If you ever want to sell that car, I’m your guy…’

car go do just ‘anyone,’ but knew that I had the expert rtise t to bring the car back to life after seeing my previous builds from time to time,” smiles Chris. And it did need to be brought back to life because it was not in the best condition. “It had been kept under a car cover, non-running for 10 years. The M3 was complete, however, the paint had been neglected, and irrigation sprinklers had soaked one side of the E30 for years,” says Chris. “There was rust in the cowl and battery ryy tray, and the car did no ot run. The previious owner had th he car serviced, then an unkno own rattle was heard, and he parked d it up and left it. As soon as he made that phone call to me, I wanted to cut him a cheque as soo on as possible before he changed his mind!” he laughs. How wever, while Chris may have purcha ased the pinnacle of the E30 ra ange, his was most definitely not in peak condition, and there was se erious work to be done. “I originally was in the mindset of ‘justt get it running’,” explains Chris. “It was a great driver’scondittion car, but without knowing what was actually wrong with the

motor, I assumed the worst case – a complete rebuild of the S14. “The unknown-condition S14 had to come out and was sent to C&D Engine Performance in Kirkland, WA. They have rebuilt quite a few of these old motors and know just how to ensure they go back together correctly. It was about 13 months to acquire all the motor pieces, as many are NLA LA A and had to be sourced overseas from the part rts t hoarders,” Chris explains. The work carried out to the eng gine and d in and d around d the bayy and to the components that live e there is extremely extensive. Am mong the part rts t that had to be obtained were a new brake boo oster reserv rvoir, v new engine hosses, and a new oil cooler, the pow wer steering pump was restored, as were the ABS pump and the air-con comp pressor. However,, wha at we’re really interested in is what C&D Engine did with the e internals because if you’re reb building an engine, you wouldn’t leavve it stock, now would you? The S14 has been reassembled with Schrick 284/276 cams, Sup pertech valves, BMW Evo

valve springs, Custom CP 11:1 pistons, Calico coated bearings, custom machine work for the crank, and a mild head port rtt and manifold match. That’s a very ryy comprehensive rebuild, and all that engine work has given this S14 a healthy increase in performance, but that’s not the end. Dominating the engine bay is a carbon fibre airbox, which endows this S14 with an intoxicating intake bark. Meanwhile, a Supersprint exhaust system with a Strömung siilencer furt rth ther enh hances the alrready exciting soundtrack. Finally, over 200 hours were sp pent zinc-plating the engine co omponents, and the valve cover, strut brace and intake manifold ha ave all been powder-coated factory ryy wrinkle black. So now, no ot only does the S14 perform we ell,, but it looks and sounds fantastic, too. Chris’s vision has brrought it back to life, and it’s the absolute best it’s ever been. However, while getting the S14 so orted rtt was a major milestone in bringing the E30 M3 back on the road, there was still a lot of wo ork left to do, and a lot of that

JANUARY 2024 31

E30 M3

involved the bodywork. “Once the glass was pulled out for the cowl rust repair, the rabbit hole began, and it turned into ‘while we’re in here…’” laughs Chris. “That quickly turned to finding clear coat on one rear panel that had been repaired in the late ’90s. After finding clear coat and nonoriginal paint, I made the decision to respray the entire car. Sean Edwards and Jeff Miller were the paint masters who received the car completely stripped – no glass, clips, bolts, absolutely nothing left but a shell to work on. I started to zinc-plate bolts and refinish factory hardware that was unable to be reused,” says Chris. The end result is magnificent, and this M3 is absolutely majestic. That full respray in its original Zinnober red is stunning, and Chris has added a few enhancements to give the car that personal touch. “I remain very OEM+ with many of the modifications I do,” he explains. “A Sport Evo rear wing was added, along with BMW Heritage emblems, Euro tow covers, French yellow fog lights, and Hella Schwarz headlights. They add just enough to make you take a second look without being over the top,” he reasons. We love how all those elements come together and the difference they make to the car’s looks, enhancing those iconic classic lines perfectly. With styling sorted, the M3 now needed some seriously sexy wheels to finish things off, and here Chris is spoilt for choice. “I have several sets of wheels for the car, and I rotate based on what I’m feeling that week,” he smiles. “The first set are 8.5x17”


The S14 has been reassembled with Schrick 284/276 cams, Supertech valves, BMW Evo valve springs, Custom CP 11:1 pistons, Calico coated bearings, custom machine work for the crank, and a mild head port and manifold match BBS Magnesium E50s, which were commissioned new by BBS for me in 2020 (there was a ninemonth build time). I feel these exude the motorsport aesthetic from the period without running a full centre-lock setup, and I love these wheels. Gold centres with polished lip is a classic on a red BMW,” he enthuses, and these are the wheels you can see the car wearing in most of the photos. The E50s are absolutely incredible wheels, simply iconic, and they are the perfect partner for the M3. That being said, Chris’s other two wheel choices are no less spectacular and look equally fantastic. “My second set is 8.5x17” Volk TE37s in bronze. This wheel has always been one of my favourites, and I’ve installed these on every vehicle I have ever owned at some point in time. Tossing these wheels on completely changes the character of the car. It looks much more boy-racer, which is fun on occasion!” exclaims Chris, and you might spot these in one or two of the photos. As he says, they completely transform the look

Recaro Orthopaed seats combine comfort with sportiness

of the car, and it’s nice to have that option of switching things up when the mood takes him. And as for the final set, well, it’s another iconic classic. “The third set is fully polished BBS RS212s. Not much to say about these wheels other than classic BBS – the mesh and massive polished lips just work,” he smiles, and that’s yet another sensational wheel choice. To go with its fresh engine and fresh bodywork, this E30 M3 also needed some fresh suspension. “I chose KW V1 Coilovers. This was a relatively new product at the time, which replaced the entire factory hub, allowing you to retain your factory struts without modifying and cutting existing equipment,” Chris explains. As well as enhancing the handling, they’ve been used to give this M3 a subtle but purposeful drop that makes all the difference to its looks. Finally, we come to the interior, and while Chris has kept things subtle in here, the end result is simply superb. “I fitted Recaro Orthopaed seats in the front with heating/cooling along with power adjustability. I wanted to ensure the interior matched the rest of the car to remain periodcorrect and OEM+,” he reasons. “The Orthopaeds look like they came with the car, perfectly matching the leather-wrapped centre console and door panels. These panels were covered in Nappa leather to recreate the Europameister extended leather option,” Chris explains, and it’s the perfect combination. We love the seats, and we can’t remember the last time we saw these fitted in a car; we also love the

E30 M3

fact that while everyone usually goes for the sportiest seats possible, Chris’s choice combines sportiness with comfort. Along with the seats and lashings of leather, he’s added new pedals and a Sport Evo footrest, a Nappa leather handbrake handle, a Sport Evo Alcantara gear knob and an M Tech 1 steering wheel for the perfect finishing touch. We love every E30 M3 we see and every E30 M3 we feature, but we especially love this one. Chris has put in a vast amount of work to take it from a non-running, rusty state to an absolutely immaculate masterpiece of an M car, and the end result is simply stunning. 34 TOTAL BMW

And with a build of this calibre, asking Chris to pick just one favourite part of the whole car feels unnecessarily cruel. “I can’t pick just one modification because I truly think they all work together to elevate the classic E30 M3,” he smiles, and we totally agree. “But I’d say my favourite would have to be the hand-restored wiring harness that was redone with Raychem and future-proofed but left to look OEM,” he says, and we love that out of everything, what Chris appreciates the most is something we can’t even see. That’s the level of work that’s gone into this build over two years.

This M3 restoration is complete, and now the only thing left for Chris to do is drive it and enjoy it

And he really hasn’t held back with this build, which you could probably tell when he went from simply wanting to get it running to carrying out a full, upgraded engine rebuild. “This resto quickly went from a budgeted rebuild to a money-no-object restoration,” he says, and it was worth every penny. “If money truly were no object, I’d rebuild with a true Evo 2.5 with slide throttles, but I think the purpose of that car would end up with a cage in it and live on the track!” he laughs. And we like that – he’s put so much into this car, but he’s kept to the vision he had. He hasn’t taken things beyond where he wanted, to a level that would have changed what the car was all about. As for future plans, well they’re all about making the most of what he’s created. “The M3 is finished and now has 800 miles on the restoration. I plan to enjoy the car on back roads, take it to occasional car shows and ponder what’s next?” he smiles. Chris has built himself a stunning M3, and it’s been totally transformed, fully restored, and beautifully rebuilt into a magnificent representation of this classic icon. This M3 is at the absolute pinnacle of its performance, and it’s simply glorious

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*This display is for the G series.


F22 M240i


Sinister, malevolent, and fiendishly clever, Pumaspeed’s M240i represents an unnatural remixing of the established formula. Words: Daniel Bevis Photos: Simon Ward


The eagle-eyed enthusiast will no doubt have noticed the distinctly M-like footprint that the M240i now enjoys, and that’s down to the fact that it’s been treated to the full-on M2 Competition-spec wide-body conversion


icture the laboratory that must have spawned this beast. The bubbling beakers, the jets of flame, the creeping clouds of noxious green vapour, the occasional crackle of maniacal laughter. This M240i is nowhere near what its Bavarian masterminds intended, it’s been deconstructed and reformulated by a team of mad scientists

with malevolent intent and the sort of relentlessly inquisitive minds that are always asking questions like: What happens if we make that bit bigger? Can that part be lighter? Which of these bits shall we just throw in the bin? Is it all noisy enough? Peep behind the curtain, however, and we discover that these deranged boffins aren’t operating out of some manner

of secret experimental facility in the middle of a snowy Baltic woodland. In fact, their premises are based in a cathedral city in West Yorkshire, just off the M1 on the way to Leeds. The folks in question are Pumaspeed, a business that started up back in 1999 to specialise in tuning the Ford Puma… but as you can see, they’ve diversified a bit over the last quarter-century. JANUARY 2024 37

F22 M240i

They’re still the go-to guys when it comes to modifying Fords, but now they demonstrate equal prowess with brands including Porsche, Audi, MINI, Honda, Toyota, VW, Hyundai, Mercedes… and BMW. Well, you’d probably guessed the last one, given what you’re reading – and what’s plastered across these pages. Yes, this M240i is Pumaspeed’s latest build, and frankly, it’s pretty astonishing. Daniel McQuire (@danny mc55) is the company maestro

holding the keys, and this F22 has been his pet project since it was all brand new, shiny and stock. “We bought the M240i specifically to be a Pumaspeed development car,” he explains, “and very soon after purchasing it I realised that the B58 platform had so much potential across drag racing, track use, racing – it is simply the perfect base to work from. Our initial plans were to track the car and then use it as such while using the platform for the development

We knew that it ought to be running either ATS GTR or Protrack wheels. We’ve got a couple of sets of each, and now that the ATS GTR wheels are not available anymore, we fell upon a gem 38 TOTAL BMW


3.0-litre single-turbo straight-six B58B30O0, Pumaspeed PS800 turbo kit, PTP turbo blanket, Pumaspeed Racing B58 chargecooler, FTP charge pipe upgrade, RK Autowerks billet intake manifold, port methanol kit, front-mount intake kit, Dorch Stage 2 fuel pump, oil cooler, VTT catch can, MAXD Stage 4R custom calibration, Scorpion de-cat downpipe, Milltek (road) cat-back exhaust system. ZF eight-speed automatic gearbox, xHP Stage 3 gearbox map, Drexler limited-slip differential


657hp in Map 3 (Kill Map)


of our range of products. This has allowed us to take our time with it and get things right, so it’s taken approximately three years to evolve the car to the stage it’s at now.” All of this comes from a deep-seated passion for the BMW brand that Daniel enjoyed from a young age. Sure, he grew up around Ford tuning and his first car was a Fiesta, but today he’s got a G87 M2 and an F30 335d parked alongside this

The B58 has undergone some serious work, and it’s now producing a massive 657hp

very special M240i, and these still waters run very deep. “I’ve always been interested in BMWs ever since I can remember; they have raw power, and they’re also very reliable,” he enthuses. “My first was a 330Ci that I bought to be used as a drift bus, and it all escalated from there.”

9.5x18” (front) and 11x18” (rear) ATS GTR wheels with 265/35 (front) and 295/30 (rear) Nankang AR-1 tyres, AP Motorsport race wheel studs, KW Clubsport V4 four-way coilovers, H&R anti-roll bars, Ultra Racing front strut brace, SPL front and rear drop links, lower control arms, front caster arms, bump steer-adjustable tie rods and full rear-arm kit, AP Pro 5000 R 370mm (front) and 355mm (rear) big brake kit, ST45 front pads, Pagid RS29 rear pads, ATE brake fluid, HEL braided lines, custom brake ducts


M2 Competition wide-body conversion, GTS carbon bonnet, Team Schirmer GT front splitter, Pumaspeed Racing swan-neck rear spoiler, ACW Motorsport rear windows and screen, carbon roof, LCI rear lights


Recaro Pole Position seats, VAC Motorsports seat mounts, Schroth harnesses, Gosling Racing full roll-cage, P3 OBD gauge, Carbontec footrests, fire extinguisher system, Cartek cut-off switches

JANUARY 2024 39

F22 M240i

The modifying keenness has always been strong with this one, too; well, with this type of thing being the family business, how could it not? If you were to ask Daniel to outline his modding history, he’d definitely cock an eyebrow and raise a smile. “How long have you got? At Pumaspeed, we have had everything you can think of, from the most powerful Ford Fiesta in the world to the Porsche 911 Turbo S and Cayman GT4… we don’t like to leave anything standard, and then it’s very quickly taken to tracks in the UK after!” When it came to developing the M240i, it was the suspension that Daniel and the team opted to address first (“These cars cry out for a decent suspension setup from factory,” he reckons), and it’s fair to say the chassis makeover has been pretty comprehensive. Full-fat fourway adjustable KW Clubsport V4 coilovers are joined by H&R anti-roll bars fore and aft, as well as the full suite of upgrades from handling supremos SPL. This comprises everything from the drop links at either end and the lower control arms to uprated front caster arms, bump steer-adjustable tie rods and the full rear-arm kit. With all of this dialled in, it makes for a fearsome fast-road and track predator… but Daniel was just getting started. “The next thing to address was the power,” he says, with the strong B58 motor acting as a decent blank canvas


The interior has been stripped out and fitted with a full Gosling Racing roll-cage, while Recaro Pole Positions take centre stage

that’s just begging for some breathing mods and a little extra boost pressure. “We fitted a billet intake manifold from RK Autowerks along with our own Pumaspeed PS800 turbo kit, Pumaspeed auxiliary coolers, port methanol kit, front-mount intake kit, and a custom turbo-back exhaust system with a Scorpion de-cat downpipe and Milltek road-spec

cat-back.” This is all corralled into shape by a MAXD Stage 4R custom calibration, with peak power in Map 3 (the excitingly dubbed ‘Kill Map’) being a hairy-palmed 657hp. The ZF eight-speed transmission has been treated to an xHP Stage 3 gearbox map to suit, while sitting between the rear wheels, we find a hardcore Drexler limited-slip differential.

“These upgrades were all chosen through tried-and-tested means,” Daniel assures us, “we don’t typically sell any products that we haven’t tried. And given that this was a development car, it was a good opportunity to truly see what setup worked for us. Time-wise, this has been steadily ongoing since purchase, and I carry out most of the work myself when I have time and availability. So, luckily, I’m in the position where I can take my time with the build and ensure it is absolutely spot-on for what we need it to be.” It’s a very serious performance machine indeed, the specs tell you all you need to know there – but for Pumaspeed, a shop

M Performance Alcantara steering wheel with digital display

build is a complete package, with every individual element of the vehicle addressed. And when it came to the aesthetics, it’s just possible that they might have experienced a little mission creep. The eagle-eyed enthusiast will no doubt have noticed the distinctly M-like footprint that the M240i now enjoys, and that’s down to the fact that it’s been treated to the full-on M2 Competition-spec wide-body conversion. And with great girth comes great responsibility, so the wheel choice had to be absolutely perfect.

JANUARY 2024 41

F22 M240i

“We knew that it ought to be running either ATS GTR or Protrack wheels,” says Daniel. “We’ve got a couple of sets of each, and now that the ATS GTR wheels are not available anymore, we fell upon a gem!” The rims in question measure 9.5x18” on the front axle and an impressive 11x18” at the rear, the latter wearing meaty 295-section rubber, and this particular attention to detail carries on throughout the form-and-function vibe of the car’s revamped looks. “In all honesty, I’d actually planned to keep it looking pretty stock exterior-wise, or at least as stock as can be,” he muses, and we’ve all heard that one before. It never pans out. “Then I started with a big wing,” Daniel laughs, “followed by the widebody conversion, the carbon bonnet, Team Schirmer GT front splitter, then an even bigger wing (the swan-neck one that’s on it today) and a carbon roof... a bit of a snowball effect, I think.” Yep, that sounds about right. And looking back over his work, this fella is very pleased with what he’s achieved. And rightly so. The shiny inlet manifold is a particular favourite, and of course, while this project can now be considered to be ‘done’ from a business perspective, there are always fresh ideas floating around. What if it had a set of carbon fibre doors? How about a DCT transmission


I started with a big wing, followed by the wide-body conversion, the carbon bonnet, Team Schirmer GT front splitter, then an even bigger wing (the swanneck one that’s on it today) and a carbon roof... a bit of a snowball effect, I think

The quad tips of the Milltek exhaust are framed by the carbon diffuser

conversion? Ah, but you can’t do it all. There are always other cars to play with. “Yeah, we’re finished with this one now,” says Daniel, with perhaps a trace of melancholy in his tone. Understandably, as it would be a very difficult car to say goodbye to. But in the realm

of cutting-edge development cars, there’s always another one coming down the pipeline. “We’re looking to sell the M240i – so if anyone’s interested, contact Pumaspeed,” he says. “And what’s next? We’ve already bought it, it’s the mighty G87 M2! We’re just doing the breakin miles at the moment after having the car PPF’d, and we may or may not have already installed some carbon.” That’s just the way the game is played. Real enthusiasts, developing real-world usable parts for you, the consumer. Hey, it’s a tough job, but somebody’s got to do it. Daniel and his mad-professor team will keep those beakers bubbling and Bunsens burning – because, as you can see from this mould-breaking M240i, there are always ways to reformulate and remix the science

Pumaspeed, established in 1996 on the boss’ driveway, now over twenty years in the making and confidently leading the pack in BMW performance tuning. Whether it’s an M-Sport, classic collectible, or a brand new 4-series, we are specialists in aftermarket performance parts and remapping to get the best out of your performance BMW. We regularly feature in Total BMW and this issue features a stunning F22 M240i, straight out of our workshop. Our reputable team are always happy to help on Facebook, Instagram or by email. #TeamPumaspeed











F80 M3


With huge helpings of style, potent performance and serious four-door flair, this utterly magnificent F80 M3 is nothing short of a modified masterpiece. Words: Elizabeth de Latour Photos: Patrick Lauder

I wanted to maintain the aggressive lines ofthe car but enhance them with my own flair



ver since the F80 M3 Saloon appeared, with its narrow body and wide-arch combo, it was clear that BMW M’s four doors were bringing some serious flair to the party. Those muscular looks are irresistible, serving up some serious aggression and road presence. And when you start tweaking the styling, throwing some enhancements into the mix, and getting it sitting low over the right wheels, well, the results are simply breathtaking, and Andrew Kahrimanian’s (@bmdoubledru) example is exactly that. We’ve seen a lot of modded F80 M3s over the years, but a perfectly

executed build still has the power to make us go weak at the knees, and this is that kind of car. Just look at it. The colour, the way it sits, the carbon, it’s just perfect. And, if you couldn’t tell, there’s a lot of very good stuff going on here. Andrew’s first encounter with BMWs came in the shape of his dad’s E28 528i in Cirrus blue metallic, and he would look for any excuse to take it for a drive once he’d got his licence. “After my first drive in that car, I was hooked on BMWs. There’s nothing like the way they handle, look, and even smell!” he enthuses, and we know what he means all too well.

Andrew’s personal BMW journey began with a 1993 E36 325i Saloon, and this was followed by several Bavarian machines, including an E60, an E39 and an F10, and it’s clear that he’s got a taste for four-doors. So, while it’s no surprise that he ended up with another saloon, and you don’t need an excuse to buy an M3, what led him to this car in particular? “My entire life, all of the vehicles I had ever owned were used cars. I never had the opportunity to go and choose the exact specs of a vehicle I wanted, and I always told myself that one day I would get a car where I got to choose every last detail,”

JANUARY 2024 45

F80 M3

says Andrew. “After owning my F10 for a few years, I decided I wanted to go back to a 3 Series size, and I had always loved the F8x platform. One day, while I was at the BMW dealership having a service done on my F10, I started playing around online with building an F80. It became a reality that same day, and I placed a deposit on an Individual F80 M3,” he grins. As you can clearly see, while Andrew may have specced his perfect F80 M3, that didn’t mean he wasn’t about to roll up his sleeves with some mods. And when we say some, we mean a lot. “My plan was to build a car that wasn’t something that you see every day and was wellrounded,” he explains. “I was very impatient while waiting for the vehicle to be built, as ordering an Individual model takes months to be built and then transported overseas. I had my garage ready for the F80’s arrival, and during my 46 TOTAL BMW

months and months of waiting, the garage started to fill up with parts. I actually had parts laid out in the garage that started to take the shape of a car,” laughs Andrew. “Once the M3 arrived, I brought it straight to my friend’s detail shop and had it immediately paintcorrected and ceramic coated. Once that was done, the parts from the garage started going on the car.”

The engine bay is a riot of carbon fibre, including the custom red carbon finish on the CSF chargecooler. The S55, meanwhile, makes a healthy 560hp

And while he had everything planned out, there was no doubt in Andrew’s mind how things were going to get started. “Wheels and suspension are always first!” he exclaims with a grin. “When it comes to wheels, It’s all about the details,” Andrew explains. “One of my best friends, Wendell Willkom, paved the way for me to fall in love with BBS wheels. I have always loved BBS LM-Rs, so a friend who has built many sets of baller wheels for Wendell, Mark Perrault, built a custom 20” three-piece conversion set of BBS LM-Rs for me. “We specced them out from start to finish so they would accommodate a front and rear BBK down the line while maximising lip depth and having the perfect offsets. They were 20”x10” and 20”x 11.5” with hand-brushed gloss titanium faces, 3” and 3.5” highly polished lips, and matt black barrels, all put together with candy gold hardware,”


3.0-litre twin-turbo straight-six S55B30, GruppeM dual carbon fibre intake system, Eventuri carbon fibre charge pipes with red accents, CSF chargecooler finished in custom gloss red carbon fibre, Mosselman Turbo Systems billet oil thermostat, Eventuri carbon fibre engine cover, Akrapovic titanium downpipes with cat delete, Active Autowerke Resonated Equal-Length Mid-Pipe, Remus Valvetronic quad exhaust system with 102mm carbon exhaust tips, Goldenwrench Blackline Performance Edition red oil filter housing, Motorsport red washer fluid cap, red fuel cap cover, red coolant cap tank cover, Performance Edition red oil cap cover and Performance red charge cooler tank cap, Dinmann carbon fibre upper cowl covers, Downstar billet dress-up hardware, BPMSport Stage 2 software with GTS-spec start-up, top-speed limiter removed, customcoded TPMS, rev-matching enabled and burble delete. Six-speed manual gearbox

POWER AND TORQUE: 560hp and 600lb ft


10x20” (front) and 11.5x20” (rear) BBS LM-R wheels with custom three-piece conversion, high-lustre 3” (front) and 4” (rear) lips, hand-brushed and cleared faces finished in Titanium Gloss, Candy Gold-plated assembly hardware, matt black powder-coated barrels, BBS red/gold centre caps and polished shorty valve stems and caps, 265/30 (front) Michelin Pilot Super Sport and 305/25 (rear) Michelin Pilot Sport 4 S tyres, Macht Schnell 5mm rear spacers, Apex 75mm stud conversion, Project Kics R40 Iconix Racing Wheel Nuts, BBS RS-GT 5.5x20” custom three-piece spacesaver spare wheel, Apex ARC-8 10.5x19” (front and rear) satin black track wheels, KW V3 coilovers, BPMSport EDC delete


Individual Atlantis metallic, OEM BMW GTS forged carbon fibre bonnet, M Performance gloss black kidney grilles, Dinmann arches with integrated Porsche arch vent trim, RSC Tuning full carbon fibre front lower lip, shaved and moulded front bumper side reflectors, M Performance carbon fibre lower splitters, Sterckenn carbon fibre front upper splitters, RKP carbon fibre side skirt extensions, M Performance carbon fibre side mirror covers, PSM-style carbon fibre rear diffuser, PSM-style carbon fibre rear undertray, IND colour-matched rear reflector delete, IND gloss black front and rear BMW roundels, F90 M5 Competition badging, GTS-style OLED rear lights, Goldenwrench Blackline rear light overlays, Fall-Line Motorsports red front and rear tow straps with colourmatched surrounds, Future Classic Track V1 track number set, Ceramic Pro ceramic paint coating, Stek PPF, Future Classic windscreen club decal


Recaro Profi SPG XL racing seats trimmed in colour-matched Sakhir orange Bentley leather, skinned in 2x2 weave carbon fibre, embossed Recaro lettering in headrests, Recaro Racing seat side brackets, VAC Motorsports seat floor mounts and seat belt adapters, Schroth Enduro 3x2 six-point racing harnesses, custom Alcantara-trimmed zip-up harness pads with Sakhir orange embroidery, RSpro harness collars, BPMSport custom-coded SRS system, carbon fibre skinned OEM seat belt tensioners with Sakhir orange leather sleeves, StudioRSR Cartesian roll-cage finished in colourMatched Atlantis blue, custom-moulded rear seat outer bolsters to accommodate roll-cage arms, custom-moulded and embroidered rear mats to accommodate roll-cage legs, Fall-Line Motorsports halon fire extinguisher and extinguisher race

seat mounting bracket, Dinmann carbon fibre flat-bottom steering wheel finished in perforated leather, Sakhir orange colourmatched stitching with centre stripe, Dinmann carbon fibre steering wheel centre and rear trim, door pulls, speaker trim surrounds, headlight switch trim, centre console rear vent trim and carbon fibre rear headrest shells, OEM BMW floor mats re-piped in OEM Sakhir orange leather, IND red start button retrofit with gloss black trim, IND red M1/M2 steering wheel buttons, Carbonex aluminium bonnet latch handle, Future Classic four-button key upgrade by Gates Innovations, Rennline ExactFit F8x phone mount, M Performance carbon fibre shift knob, Alcantara gaiter, carbon fibre handbrake handle, Alcantara centre console with carbon fibre trim, and accelerator/brake/clutch/dead pedals, BMS short-throw clutch stop


My wife Camille and three boys, Joshua, Nathan and Sammy, for putting up with my car addiction! Nick Icasiano, Wendell Willkom, Winston Adams, Carlo Cabalquinto, Mark Perrault, Alex Eugenio, the NFJ fam, the Endless Projects fam, Joe, Brandon, Courtney, Dillon and Kendall at Performance Technic, James, Vernon, Joey and David at BMW Concord, Mike from BPMSport, the SVBimmer team, Mert and Marlowe at Lyfstyle Motors, David from Obsessed, Joe Yazon and the team at Ardeshine Studios, Lawrence Gray from LG Trimming, Mario from Goldenwrench Supply Co., Homan Cannan from Dinmann, RSC Tuning, RW Carbon, Sean from Mashimarho, IND Distribution, Future Classic, and Justin from Auto Talent

F80 M3

enthuses Andrew. However, he ended up selling those and commissioning Mark to build him a custom set of three-piece 20” BBS RS-GTs, complete with custom 5.5x20” space-saver. These were, unsurprisingly, awesome, but Andrew found himself pining after the LM-Rs. “I eventually sold the RS-GTs and had another set of BBS LM-Rs built, exactly the same as the first set, and this second set of LM-Rs is what I am rocking today… and I will never get rid of them!” he grins. And we’re not surprised to hear that because they look awesome and suit this build perfectly, especially paired with an equally perfect drop. “I have always run KW suspension on all of my previous vehicles, so I decided on KW suspension for this car,” explains Andrew. “The M3 is running KW Variant 3 fully adjustable coilovers. Since I specced the vehicle with EDC, BPM Sport and Performance Technic completed a custom EDC delete for this setup.” The coilovers have got this F80 sitting indecently low, and it looks outrageously good as a result. With the wheels and suspension sorted, Andrew now moved on to the exterior styling. “I wanted to maintain the aggressive lines of the car but enhance them with my own flair,” he reasons. “Over the past few years, I tried different front lips and rear diffusers. I originally had the OEM M Performance carbon lip and opted to upgrade


to the RSC Tuning lip for a more aggressive front, coupled with Sterckenn upper splitters and M Performance lower splitters. I also started out with a Vorsteiner rear diffuser but wanted to go more aggressive and chose a PSM-style rear diffuser and undertray. To finish off the front and rear, I added RKP carbon fibre side skirt extensions. I then added Dinmann FRP deep vent fenders and an OEM forged carbon fibre GTS bonnet all wrapped in Stek PPF installed by Artdeshine Studios in Concord, CA. The rest of the exterior has been finished off with GTS-style OLED tails, installed by the team at SV Bimmer, and lots of

Stunning Dinmann carbon fibre steering wheel

The interior is packed full of details, like the M Performance gear knob, pedals and handbrake handle

bits from Goldenwrench, Future Classic and IND,” and that’s an awesome selection of styling upgrades, but there’s more. “It’s all about the details,” Andrew continues. “With the car being Atlantis blue and my chosen accent colour being red to go with the Sakhir orange interior, Performance Technic worked with Race Technologies to build a custom front and rear BBK setup. I wanted to bring the interior colour to the outside, so we opted for the new Brembo BM aluminium monobloc sixand four-piston calipers. Race Technologies put the 380mm front and rear BBK together and had the calipers custom-

Lawrence was able to find Sakhir orange Bentley leather that perfectly matched the BMW Sakhir orange and expertly re-trimmed the Recaro seats and finished them off with embossed Recaro text in the headrests finished in BMW OEM Sakhir orange paint to bring a little pop of the inside, outside,” he says with a smile. The combination of all those elements is just spectacular. This F80 M3 looks unreasonably good – it’s just awesome. All that carbon, the ultra-aggressive bonnet, the Sakhir calipers, it all comes together perfectly, and this is a sensational-looking car. Satisfied with his styling efforts, Andrew turned his attention to the eminently tunable S55 sitting beneath that sculpted carbon bonnet. At the business end sits a carbon GruppeM dual intake system, while at the rear, you will find a Remus Valvetronic exhaust system, but there’s been plenty more finetuning beneath the surface. “I

wanted the typical S55 sound to be significantly better, so I went with an Active Autowerke mid-pipe, which helped, but it still didn’t sound how I wanted it to. So, I upgraded that midpipe to the Active Autowerke resonated equal-length midpipe and added on Akrapovic titanium cat-less downpipes plus carbon fibre Eventuri charge pipes. This made it breathe and sound better, but I wanted a cleaner sound, so I worked with Performance Technic in Fremont, CA, and Mike at BPM Sport to make a custom tune for me, which included silencing the burbles and I got the sound I was after,” grins Andrew. “With the car breathing significantly better and with the reduced back pressure,

This F80 M3 looks epic from every angle

the Stage 2 BPMSport custom tune, coupled with a custom red carbon fibre CSF charge cooler, Mosselman Turbo Systems billet oil thermostat and a six-speed transmission, I am in love every time I drive this car and start rowing through the gears,” grins Andrew. The finishing touches are lashings of carbon fibre engine bay elements, red caps and covers from Goldenwrench, along with a Downstar billet dress-up kit. Andrew’s final stop on his modifying journey was the interior, and if you thought this build was impressive on the outside, the inside is on another level. “It’s all about the details!” exclaims Andrew, and he’s not kidding. “I wanted to play off the Sakhir orange and carbon colour combo as that’s how I custom-specced the car when I was having it built. And, since I brought some of the interior colour to the exterior, I wanted to find a way to bring some of the exterior to the interior,” he reasons. “So I first opted for most of the carbon fibre M Performance goodies and added on to the carbon fibre with a slew of custom carbon fibre parts from Dinmann. For years, I had been following LG Trimming on IG due to their incredible work and attention to detail, so I asked Lawrence, owner of LG Trimming in the UK, to build custom seats for me,” and that’s commitment to the build. “We ended up ordering a set of Recaro SPG XLs, had them

JANUARY 2024 49

F80 M3

sent to the UK, had them fully stripped, then had the entire exterior shells carbon fibreskinned in OEM matching 2x2 carbon fibre. After that, Lawrence was able to find Sakhir orange Bentley leather that perfectly matched the BMW Sakhir orange and expertly re-trimmed the Recaro seats and finished them off with embossed Recaro text in the headrests,” says Andrew. “Since I am into all the small details, I had him carbon fibreskin new seat belt receptacles, make custom Sakhir orangepiped floor mats using OEM Porsche black carpet, and he made Alcantara zip-up harness pads for my Schroth Enduro raciing harnesses thatt he sttitch hed d with Sakhir orange threa ad. At the end of the project, we had some e leather left, so I asked him to make a custom Sakhir orang ge leather duff ffel f ba ag with my stamped initials, M tri-c colour detaiil striping, and a shoulder strap p made from the OE EM M tri-co olour seat belt mate erial. To ke eep the theme of bringing the in nside out and outsiide in, I had d a StudioRSR Cart rtesian t roll-c cage fitted and refin nished in OE EM Atlantis blue. Th his, for me, completed the interior and tied every rything y toge ether,” he sm miles, and we need da mom ment to take all that in.


The seats are something else, and we just have to say that Sakhir with Atlantis is a bold choice and one we’re fully on board with. There’s just so much to take in here – the attention to detail, the acres of carbon, all of it combines to create one of the most downright sensational cabins we’ve seen in a long time, and we love it. Andrew’s F80 M3 has left us feeling a bit breathless, such is the sheer amount of work and dedication that’s gone into this car, and this was certainly no overnight build. “The build started in June of 2018, and it’s never finished! Five years and counting,” he grins. And, wiith so much h work k haviing gone into o this build, it’s unssurprising thatt Andrew can’t cho oose just one e favourite mod, bu ut we’ll let him off. “I would sa ay my mosst favourite mods would be my wheels, seats and bonnet/ fend ders. My wheels fin nish the exte erior of the car and d the deta ails, giving the perfect stance thatt makes you look back at the car every time you’re walking awa ay. My seats are on ne-off, built to order, just like the car. The e details are ridiculo ous. And my bonnet and fenders – I love mod ds that when you look at a ca ar, you know some ething is defiinitely different, but it takes

Remus Valvetronic exhaust with carbon tips

you a few seconds to figure it out because everything flows so well. The OEM GTS bonnet, coupled with the Dinmann deep vent fenders, do just that,” he enthuses. Up until this point, Andrew has done every ryt ything he wantted d, ex xactly how he wantted, which is awesome, but he’ss not done with the mods just yet. “I plan on do oing a rear seat delete, a trunk se etup that will incorp porate an extension of the roll-cage along with some sound eq quipment, an nd once the factory ryy warranty is over, I’d like to upg grade the turbos. I’d also like to build out the suspension and chassis more,” says Andrew, so it’s clear he e’s going to be bussy for some tim me to come. And th hat’s no ha ardship because working on, drriving, and simply owning this ep pic F80 M3 is a joyy, and Andrew is a very ryy lucky man, indeed

Spare parts specialists for BMW We develop our spare parts directly on the vehicle and put them through their paces. See our GT4 Canards on the stunning F80 M3 in this issue and visit our website for the wider range. Set of M4 GT4 Canards – as used on the F80 M3 Feature car in this issue


Burkhart Engineering GbR, Rebholzstraße 1, 88214 Ravensburg

+49 751 / 97788455



£25,000 Coupés In the first of a new series, we take a closer look at three different BMW coupés you could buy on a £25,000 budget. Words: Guy Baker Photos: BMW, Jason Dodd


hether you’re planning to spend a little or a lot, every car buyer wants value for money. And if you’re thinking of splashing out as much as £25,000 on a BMW coupé, then

choosing the right model at the right price becomes even more important. Fortunately, we have scoured the used market to guide you towards three of the most worthy and appealing choices, with each one

F13 640d Sport Coupé (2011-2017) Rapid, luxurious and economical, BMW’s F13 640d M Sport Coupé is also good value for money. Even if you’ve never been a huge fan of diesel power, you’d have to admit that our first contender


offering a slightly different take on the coupé theme. And with M car, diesel and classic BMW contenders all on offer, we’re sure there will be at least one coupé that appeals. So which one should you buy?

does possess a certain allure. With a luxurious cabin, a potent growling six-pot motor and impressive fuel efficiency, the F13 640d Sport Coupé is the epitome of a contemporary BMW. And £25,000 would put you behind the wheel of an immaculate 2017 dealer car boasting plenty of optional extras and just 55k miles – or an even lower-mileage private example.

Looking lean and mean, the 640d fulfils that grand tourer role perfectly, transporting two in supreme comfort at speed across big distances. Forget the small back seats, though, it’s really a 2+2. The 640d’s N57 motor produces 313hp in factory trim, plus a whopping 465lb ft of torque from just 1500rpm. And it’s that low-down torque that imbues the 640d with mighty acceleration in almost all gears, giving this otherwise very composed grand tourer the potential for some serious fun if the mood takes you. Even under heavy throttle, it can only ever be a sporty coupé however, not a truly engaging sports car, with its eight-speed automatic gearbox, a sizeable kerb weight of 1790kg and a plush sounddeadened interior packed with memory seats and full leather upholstery. But the 640d Coupé can still dispatch the default 0-62 mph sprint in 5.3 seconds and accelerate pretty rapidly to the factory 155 mph speed limit. And although BMW’s claimed 52.3mpg combined economy is unachievable in the real world, you’ll still see an average of around 45mpg – with up to 58mpg on longer motorway journeys. First released in 2011, BMW introduced a 2015 LCI facelifted 640d with exterior tweaks to the front and rear bumpers, LED fog lights, adaptive LED headlights, indicator strips in the door mirrors, a revised steering wheel design, and some new paint colours – before production finally ended in 2017.

Buying and tuning

First things first, we’d recommend you avoid the rare SE model and buy the best-equipped M Sport version you can afford. Higher-specced 640d

M Sport Coupés tend to have better residuals, so make sure yours comes with as many of the following options as possible: HUD, Comfort heated seats, PDC front and rear, adaptive LED headlights and a panoramic sunroof – plus up-todate navigation software. There have been quite a few recalls on this model, so you must check with your local BMW dealer (using the car’s VIN number) that they have all been addressed on any prospective purchase. Our £25k budget buys a 2017 40k-mile private example or our preferred choice – a 2017 55k-mile dealer car. With so much to potentially go wrong, sticking to dealer cars is a wise move, And yours should boast a blemish-free service history, no more than three owners and no sign of oil leaks from the automatic transmission or any indication that the engine’s timing chain has stretched. This should be replaced every nine years or 90k miles, but it’s a very expensive job usually requiring more than 10 hours of labour – so factor this in when agreeing on a price. If the chain snaps, you’ll need an even more expensive engine rebuild. Check that all the electrical items work as they should and that there are no untoward noises from the suspension. A gearbox oil change is a wise move every 80,000-100,000 miles, and most owners keep their cars pretty standard, although a stage 1 remap is typically good for 400hp and 550lb ft.

F13 640d Coupé (2011-2017) ENGINE: 3.0-litre turbo-diesel straight-six N57D30B POWER: 313hp @ 4400rpm TORQUE: 465lb ft @ 1500-2500rpm TRANSMISSION: Eight-speed automatic gearbox 0-62MPH: 5.3 seconds TOP SPEED: 155mph £25,000 BUYS: A 2017 640d M Sport Coupé with

55,000 miles

JANUARY 2024 53


F82 M4 Coupé (2014-2020)

Focused and flexible, the readily-tunable F82 M4 provides serious bang for your buck. BMW’s first M4 Coupé claims both potent performance and stylish design. And despite some initial concerns over its manners on slippery B roads, the F82 has grown to become a favourite with many enthusiasts, with our budget bagging a 2015 50k-mile private example or a 2014 70k-mile dealer car. Powered by BMW’s S55B30 twin-turbocharged engine, the F82 M4 is good for 431hp and punches


out 406lb ft of torque from 1850rpm right up to 5500rpm. And that’s a recipe for some pretty serious performance figures. The six-speed manual is coupé capable of hitting 62mph from a standstill in just 4.3 seconds, while the marginally heavier seven-speed M-DCT coupé is even quicker – at just 4.1 seconds. And 0-100mph takes just 8.6 seconds. To keep the coupe’s weight to a minimum, some parts – like the propshaft on earlier cars, roof and front strut brace – are made from carbon fibre while the bonnet and front wings are fabricated from aluminium. The M4 was considered expensive when it first launched, with a £59,080 asking price, but, despite that, many first owners still added a few optional extras like adaptive LED headlights, the M DCT transmission, the £3000 Competition Pack (from 2016) and even £6250 carbon ceramic brakes. Fast forward to today, however, and that £25,000 asking price seems pretty affordable. That optional Competition Pack increased power output to 450hp and included 20” alloys, lightweight sports seats and black chrome tailpipes. Cosmetic changes included gloss black kidney grilles and side gills, and M-striped seat belts, while 0.1 seconds was shaved off the coupé’s 0 to 62 mph time. Production continued until 2020, but not before BMW released a much more expensive track-focused M4 GTS in 2015, a 2017 M4 DTM Champion Edition and an M4 CS model.

F82 M4 Coupé (2014-2020) ENGINE: 3.0-litre twin-turbo straight-six S55B30 POWER: 431hp @ 5500-7300rpm TORQUE: 406lb ft @ 1850-5500rpm TRANSMISSION: Six-speed manual or M DCT seven-speed gearbox

0-62MPH: 4.3 seconds (manual), 4.1 seconds (M DCT) TOP SPEED: 155mph £25,000 BUYS: A 2104 M4 Coupé with 70,000 miles

and modified cars with both manual and DCT transmissions. There are a couple of possible aftermarket fixes available, however, which are much cheaper than it could cost to repair potential engine damage. Popular F82 tuning options include carbon body parts, sports exhausts (the Akrapovic system is popular but pricey), uprated brake pads and discs, coilovers, uprated bush kits, and a Stage 1 remap – which typically takes output to around 500hp and 540lb ft.

Buying and tuning

After a sharp decline, M4 values now seem to have stabilised, with future residuals looking pretty good, but, as you would expect, it’s the highest-specced examples and Competition Package M4s that command the very best residuals. Your safest option is to buy an F82 at a dealer, but if you prefer a cherished non-tracked private example, get a specialist inspection before agreeing on a price. Stick to standard factory cars, then plan any modifications yourself if you want. With plenty of decent cars advertised for sale at the moment, you can afford to be choosy, and a complete main dealer or specialist service history is a must – avoid cars with more than two owners. You can still find a few later M4s with an extendable BMW warranty – which is well worth having – and watch out for any signs of accident damage, carbon roof problems or cracking seat badges. The biggest potential M4 issue, however, would seem to be with the crank hub, which can spin and potentially result in engine damage or even engine failure. Only a few owners have reported problems, but it appears to have affected standard

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E31 840Ci Sport Coupé (1997-1999) Lashings of luxury and old-school-cool make the 840Ci Sport Coupé highly desirable, and decent examples are appreciating in value. Long before anyone had even dreamt of putting a diesel engine into a BMW coupé, grand tourers packed either a V8 or a V12 petrol motor. And, in the 1990s, it was the E31 8 Series – in V12 850Ci and V8 840Ci forms – that flew the luxury continental cruiser flag for BMW. Both were beautifully appointed and very quick, but it’s the later 4.4-litre V8 model that’s best stood the test of time. £25,000 buys a 1998 60k-mile private 840Ci Sport or a 1998 95k-mile dealer example. Damn near as fast as the V12 and more reliable than the earlier M60B40-powered 4.0-litre V8, it’s more affordable to maintain – and the E31’s pillar-less shark-nosed styling commands admiring glances wherever you go. Boasting pop-up headlights and – in most cases – a host of optional extras, the later 840Ci Sport Coupé will put a smile on your face every time you go for a drive. And it’s now an appreciating classic. The palatial cabin claims superb comfort and epic build quality, and, despite the Eight’s size, it handles surprisingly well, with acceleration that feels more rapid than the official stats would suggest. Just 3075 4.4-litre cars were built, with the M62B44 engine delivering 286hp and 310lb ft of torque at 3900rpm. Six-speed manual and fivespeed Steptronic gearboxes were offered, with the automatic breaching 62mph in 7.0 seconds. Desirable 1997-on Sport versions came with a lowered suspension, Sports seats, a revised stereo


system, a leather M steering wheel, a front spoiler, a rear diffuser and aero mirrors, anthracite roof lining, bespoke alloys and optional Individual paint colours and co-ordinated leather seat piping. Electric seats with driver memory were standard, as was air-conditioning, an electric sunroof and a 12-speaker stereo system, while popular options included an electric rear blind, a CD changer, headlight washers, cruise control, heated seats and Electronic Damper Control. 840Ci Sport production ended in 1999.

Buying and tuning

As well as a full service history with no interruptions, your 840Ci Sport Coupé should come with a comprehensive history file – showing any restoration work with pictures, heaps of old MOTs and service receipts and details of any bodywork or rust repairs. And it pays to buy the best-specced example you can to maximise future resale value. A thorough inspection by an expert specialist before agreeing on any deal is worth its weight in gold. Rust is usually the biggest potential problem, and we’d recommend you ignore the ‘sealed for life’ automatic transmission statement and get a good independent specialist to change the fluid – this is needed every 100k miles. A transmission rebuild could set you back £3000 or more. Check that the pop-up headlights operate correctly and that the reflectors are in good

order – an HID upgrade is well worth having. Any smoke from the engine suggests poor fuelling, a broken inlet manifold pressure control valve, worn valves or worn piston rings. Timing chain tensioners should be replaced at 100,000 miles and ensure that the temperature gauge needle and heater work properly. Leaks from the auxiliary water pump aren’t unknown, and head gaskets can blow, leading to major problems if not repaired immediately. The lower front spoiler is easily damaged, and any OE suspension components are likely to need replacing – especially the rear top damper mounts. Most owners keep their 840Ci Sport Coupé as standard as possible, but brake, suspension and exhaust parts can happily be changed without adversely affecting the car’s value.

E31 840Ci Sport Coupé (1996-1999) ENGINE: 4.4-litre V8 M62B44 POWER: 286hp @ 5700rpm TORQUE: 310lb ft @ 3900rpm TRANSMISSION: Six-speed manual or five-speed Steptronic gearbox

0-62MPH: 6.6 seconds (manual), 7.0 seconds (automatic) TOP SPEED: 155mph £25,000 BUYS: A 1998 840Ci Sport Coupé with 95,000 miles

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E28 M535i


An E28 M535i is a wonderful machine, but when one has been subjected to the full Kav Bhamra works, it becomes truly sensational. Words: Bob Harper Photos: Gregory Owain



t’s probably a little unfair to label the E28 M535i as the forgotten M car, but for many years it did suffer by way of comparison to its M-powered stablemate, the E28 M5. Some might go as far as to claim that the M535i isn’t really a bonafide M car, lacking an ‘S’-designated power unit, but that hasn’t stopped the E12 version from achieving cult status, has it? And we think it’s high time the E28 M535i received its moment

under the spotlight – it really is a cracking example of BMW’s ‘Sharknose’ styling and drives as well as it looks. And when you come across an example that looks as fine as this one it’s not hard to see the appeal. It’s owned by Kav Bhamra (@oldskoolzimmers), who has been a serial BMW owner for over 25 years with a bit of a penchant for E28s – he currently owns four: an M5 and a triumvirate of M535is! “I just love the older BMWs, how they’re

built and put together, the fine balance of how they handle and let you feel connected to the road – you drive the car, it does not drive you, which is why I love them!” he says with a smile. Kav and his mates at university had run around in E28 M535is back in the day, and he says that while they were teased by their contemporaries for coming to university in their dads’ cars, their teasing usually stopped once they’d experienced the M535i’s performance.

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E28 M535i

Time moved on, and Kav owned many different BMWs but always had a hankering to get back behind the wheel of an E28 M535i. “When I saw this one for sale, I just had to have it to rekindle that relationship. I took my dad to Norfolk with me, and it was just like old times when we used to drive and fix cars together. I still keep in touch with the owner, who has seen this car blossom. The test drive was ace as it drifted around a couple of roundabouts with my 80-year-old dad in back with a huge grin; this is what I love about these cars – they just bring back so many memories,” Kav tells us. But perhaps before we delve into just how much work Kav

has put into creating his perfect M535i, we should just have a quick recap of where the model sits in BMW’s lineup. Some might see the M535i as the blueprint for so many Sport and M Sport models that followed it, but perhaps there’s a little more to the M535i than that. Originally launched early in 1985, the M535i was mechanically identical to the E28 535i, so for European models, that meant a 3430cc M30 straight-six developing 218hp at 5200rpm and 224lb ft of torque at 4000rpm. Autocar tested one and came away with performance figures of 0-60mph in 6.9 seconds and a top speed of a rather precise 141.6mph. It was available with three

BC coilovers, a front strut brace, fatter anti-roll bars, and poly bushes are by far the best setup for the E28 – all my E28s run these modifications, and I think they make a huge difference 60 TOTAL BMW

Sitting on BC coilovers over ACS 17s, this E28 looks utterly fantastic

Original BMW first aid kit

gearbox options – a traditional H-gate five-speed manual, a four-speed ZF automatic with EH control, and, for the serious driver, an optional close-ratio five-speed manual with a ‘dogleg’ shift pattern, and these latter models came with a limited-slip diff, which was an option with the other two transmissions. Underneath, European models (including those for the UK market), came with an M Technic chassis setup, which comprised Bilstein dampers, shorter springs and thicker anti-roll bars, and all


3.4-litre straight-six M30B34, Fritz’s Bits exhaust manifold, exhaust and chip, upgraded HT leads, rocker cover and inlet manifold painted white with air-brushed M colours. Five-speed manual dogleg gearbox, factory LSD


8.5x17” (front) and 10x17” (rear) three-piece AC Schnitzer Type 1 Racing wheels with Radinox dishes and gold hardware, 225/40 (front) and 245/40 (rear) tyres, BC coilovers, thicker E28 M5 anti-roll bars, poly bushed throughout, six-piston F Carbon calipers with floating discs (front), four-piston Porsche calipers (rear), braided brake lines, 7 Series master cylinder


Arctic blue, yellow main beam and fog lights


Recaro C81 seats, rear headrests, rear bench, door cards, glove box, driver’s underside panel, gear gaiter and armrests all retrimmed in Lotus white leather with blue stitching, A-pillars, tops of door cards and centre console trimmed in black leather, electric rear blind, wood caps on door cards, E30 rear-view mirror with map reading lights, voltmeter integrated into check panel, Alpina replica digital vent gauge, custom-made illuminated door sills, AC Schnitzer wooden steering wheel

M535is came with dished metric alloys measuring 165x390mm and shod with 220/55 VR390 Michelin TRX tyres. In hindsight, the rubber choice was probably a mistake. In the dry, the TRX tyres were okay, but in the wet, their large tread blocks were lacking in grip, and even BMW must have known that there were far better tyre choices available if only it had gone for traditionally sized alloys, as fitted to the later model E28 M5s. It was the M535i’s styling that really set it apart, though, with an aggressive and attractive M Technic aero kit that really made the car stand out from more run-of-the-mill E28s – there would be no confusing an M535i with a 520i! There were body-coloured front and rear bumper assemblies, along with a deeper front spoiler and a rear diffuser, wheel arch extensions and sill extensions, plus a part-painted rear spoiler. Inside, it featured sports seats – in cloth or leather – with M striping in discreet flashes, as well as a three-spoke M steering

wheel. All-in-all, it was quite the package, and at just under £20k when it was launched, it wasn’t hugely expensive either. As good as the standard car was, there’s always room for some improvement, right? And that’s where Kav’s wealth of experience with E28s came

The M30 straight-six has been fitted with a Fritz’s Bits exhaust manifold, exhaust and chip

in as he set out to create what, to his eyes, is the perfect E28 M535i. It might not be as it left the factory, but the upgrades have all been carried out with a depth of thought and consideration that can easily get lost when refurbishing, restoring or restomodding a car. JANUARY 2024 61

E28 M535i

The E28 was already in really good condition when he bought it and had been repainted in its original Arctic blue, while the suspension had also been poly-bushed. Other points in its favour were a moonroof – a glass roof, as opposed to a metal one – and it was also equipped with the desirable dogleg ’box. Kav remembers many members of the BMW community saying that he’d overpaid for the car, but he didn’t care, and when you consider the way that E28 M535is have gone up in value in recent years, he certainly looks to have made the right decision. Perhaps the original plan wasn’t to carry out quite as many modifications and upgrades, but once he’d started, Kav knew he was on the right path, and even now, six years later, he might not have finished! The first changes were to the chassis, as Kav wanted it

The interior has been treated to a stunning retrim in Lotus white leather


to handle as well as it looked, and from his E28 experience, he knew exactly what he wanted to do. “First off was to lower her slightly and fit some alloys. BC coilovers were fitted, and it was also a nice surprise to discover that the anti-roll bars had been replaced with the thicker M5 ones. As far as I’m concerned, BC coilovers, a front strut brace, fatter anti-roll bars, and poly bushes are by far the best setup for the E28 – all my E28s run these modifications, and I think they make a huge difference,” enthuses Kav. As for the wheel setup, Kav really had his heart set on some of AC Schnitzer’s finest:

Recaro C81 seats were sourced, and these were covered in Lotus white leather… as were the door cards, glove box, driver’s underside panel, gear gaiter and armrests, all with blue stitching

“I sourced a set of ACS Type 1 alloys, which I rebuilt to 8.5x17” up front and 10x17” at the rear with Radinox dishes and gold bolts, and these were wrapped in 225/45 tyres up front and 245/40s at the back.” Stopping power was taken care of by some seriously upgraded brakes, with six-pot F Carbon calipers up front with floating discs, while at the rear, Kav went for four-pot Porsche items thanks to a chap on the E28 page, who was making the brackets for the rear conversion. Braided brake lines were also fitted along with a master cylinder from the 7 Series to give the brake pedal some more feel. Now that Kav was happy with the way it looked externally, it was time to turn his attention to the mechanical side of things, and Kav didn’t scrimp here, either. “I wanted to tidy up the engine bay,” he explains, and he ended up getting a little bit

carried away! “I replaced all the water pipes, vacuum pipes, coolant bottle, washer bottle, brake reservoir bottle, overhauled the cooling system, sonic cleaned the injectors, fitted new rocker arms, HT leads, rotor arm, distributor cap, pulse sensors… basically changing everything I could! The rocker cover and inlet manifold were then painted white with air-brushed M colours by Sanj and Barry at Vara Technik, who had also helped with the suspension work. I also had lots of parts nickel plated, bonnet latches, door latches, bolts, nuts – basically anything I could get off,” Kav says with a smile. Mechanically, Kav kept things pretty standard, although it does have a Fritz’s Bits manifold and exhaust fitted, and to ensure everything was going to run right, all the fluids were replaced, including the gearbox

An Alpina replica digital vent gauge has been added

and diff, while the clutch was also renewed as well as the rear prop doughnut. Under-bonnet insulation was sourced from BMW and fitted, as well as the original dealer registration plates and stickers. To complete the look, the engine bay stickers were also replaced, which were sourced from Pukar Designs. Now the cosmetics and mechanical side of things were completed to Kav’s satisfaction it was time to turn his attention to the interior… and what a place that is! “Recaro C81 seats were sourced, and these were covered in Lotus white leather, along with the rear bench. I found a set of rear headrests and a fitting kit for them, which were also trimmed in Lotus white leather, as were the door cards, glove box, driver’s underside panel, gear gaiter and armrests, all with blue stitching. JANUARY 2024 63

E28 M535i

The A-pillars, tops of the door cards and centre console were covered in black leather. I sourced a really rare electric rear blind for an E28 – when did you last see one of those?!” Kav enthuses. All this work was trusted to Dann Moody of Lavish Automotive, who retrims all of Kav’s cars, and Kav was delighted with the results. He also commissioned some wood cappings for the door cards and fitted an E30 rear-view mirror with map reading lights. There’s also a natty voltmeter, which is integrated into the check panel, while an Alpina replica digital vent gauge was fitted (all working and wired in), as well as illuminated door sills, which were custommade for this car. The pièce de résistance is a super-rare AC Schnitzer wooden steering wheel, which nicely ties the road wheels to the car’s interior.

Unsurprisingly, Kav’s delighted with his E28 M535i, and while he can’t think of anything else he’d like to change at the moment, he’s not one to say that one of his cars is ever finished…

This E28 M535i is all about pure driving pleasure

I just love the older BMWs, how they’re built and put together, the fine balance of how they handle and let you feel connected to the road – you drive the car, it does not drive you


“You never know,” he says with a grin, “something might come up!” However, Kav’s recently acquired an E23 7 Series, which is about to receive the Kav treatment – we can’t wait to see how that turns out, and if the M535i is anything to go by it’ll be pretty special. While the E28 M535i might not have the ultimate kudos of the M5 version, it’s still a hugely rare machine and one that’s becoming an increasingly rare sight. One thing’s for sure – you won’t see one that’s been as well looked after and tastefully upgraded as this one!


E85 Z4 3.0si


Putting any project together can fe eel like a mammoth challenge, and executing an original theme can seem like climbing a mo ountain. Latvian petro olhead Arno combined his love of Alp pinism and BMWs and called upon Protuning g Design to exe ecute his vision of a Z4 4 Everest Edition… Words: Graham Leigh Photos: Deniss Podnebess



leisurely hike won’t win you the title of an Alpinist. These are the serious mountain climbers with all the gear and, in this part rticular t instance, an inspired idea. 53-year-old businessman Arno o has been both driving and climbing for longer than he care es to remember, start rting t his


auttomotive journey with a Sovietbuilt Moskvich 2141 in 1992. The asc cent to BMW ownership was first realised in 1998 with an E39 523 3i in the fetching hue of British Rac cing Green. He recalled that he wanted an E38 740i, but his bud dget at the time meant that his comfortable saloon box was tick ked with the stylish 5 Series.

Th he E39 was enjoyed in standard fo orm, but it established a love off the Bavarian brand. Arno’s first E85 Z4 was sold in 2018 to fund an E93 M3. He’s kept the M3 for the associated opento op V8 thrills but found himself se earching the classifieds for an nother E85 Z4 as he missed the ch harming roadster experience.

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E85 Z4 3.0si


3.0-litre straight-six N52B30, Eisenmann exhaust system, Stage 1 ECU tune. Sixspeed automatic gearbox

POWER AND TORQUE: 281hp and 249lb ft


8.5x19” (front) and 9.5x19” (rear) AC Schnitzer Type IV alloy wheels, Gislaved Ultraspeed 2 tyres, rear lower adjustable camber control arms


The E85 on these hallowed pages has been on a bit of an epic expedition itself. Arno imported the car from the USA. It was mechanically excellent, but the interior had been poorly kept. It felt like the right car to embark upon his first modified journey with. Arno had some clear ideas about the project and enlisted Latvian custom house Protuning Design to execute his vision. These guys specialise in customising prestige and sports cars to their exacting customers’ needs and are a leading light in bespoke carbon fibre pieces. Check out their Instagram account at your peril, as you’ll need a good


couple of hours to drool over their high-end handiwork. “I had the vision in my head of how I wanted the Z4 to look before buying it. I think BMW did a sterling job with the pretty roadster, and I wanted to keep the exterior lines fairly subtle while still making it a one-off,” he explains. “I fell in love with the custom candy orange colour, and the car was built around the combination of orange, white and black with a deliberate mix of the modern with the use of carbon fibre with the traditional Nappa leather.” With the colour chosen, the march was on to give the exterior just the right amount

Custom candy orange respray, custom front and rear bumpers, forged carbon fibre door mirror caps and boot spoiler


Full interior retrim in white and black Nappa leather with orange contrast stitching, Mount Everest 8848 embroidered headrests, all interior plastic panels trimmed in leather, interior trim inlays, roll hoops and seat backs covered in carbon fibre, custom orange seatbelts


Forged carbon mirror caps looks fantastic and contrast perfectly against the bold orange bodywork

of modernisation. Protuning Design created its own front and rear bumpers that retain the lines of the car, but incorporate the venting and design cues of the later E89-generation Z4. The zesty exterior shade is punctuated with a boot spoiler and door mirror caps finished in Protuning Design’s signature forged carbon fibre. With the paint doing the shouting, Arno was keen for the wheel choice to be cool but fairly subtle. After much

The interior is spectacular, with carbon trim, leather with orange stitching, and those Mt. Everest logos on the headrests

Mount Everest is depicted in neat stylised logos that have been embroidered into the headrests with the “8848” script, which refers to the mountain’s height for the ultimate ‘if you know, you know’ nod deliberation, he came across a set of new-old-stock 19” AC Schnitzer Type IVs that he imported from Germany. These simple yet purposeful staggered five-spokes are 8.5” wide at the front and 9.5 at the rear and suit the car perfectly. Keen to retain the factory rear arches, rear adjustable camber arms were drafted in to squeeze the aft wheels in. The larger rolling stock coupled with the existing Sport suspension provides a sporting but usable stance. Attention now turned to the custom interior. A full retrim in white Nappa leather with orange stitching transforms the cabin. Most interior plastics were trimmed to match the seats, but the dash top has been finished in black along with the top and

bottom of the steering wheel, which stops any one colour from being ‘too much’ and balances the custom cues with an OEM+ flavour. Protuning Design has tied in the exterior carbon fibre accents to the cabin by covering the interior trim inlays in the wonder material, as well as the seat backs and roll hoops. Mount Everest is depicted in neat stylised logos that have been embroidered into the headrests with the “8848” script, which refers to the mountain’s height for the ultimate ‘if you know, you know’ nod. For the record, we didn’t know, but Arno kindly told us. The inspired and original interior is finished off with a pair of orange seatbelts. The combination of a Stage 1 ECU tune and an Eisenmann JANUARY 2024 69

E85 Z4 3.0si

Protuning Design created its own front and rear bumpers that retain the lines of the car, but incorporate the venting and design cues of the later E89-generation Z4

exhaust has raised power to a useful 281hp and 249lb ft of torque, which Arno reports has improved the responsiveness of the straight-six, and he is happy with how it drives. “This build wasn’t about outrageous power. The mods were just to wake it up a little and to hear that lovely 3.0 straightsix,” he says with a smile. Arno says that the project is now complete, and it looks pretty much perfect to us. However, in his next breath, there was talk of carbon fibre side skirts, air-ride and maybe even Lamborghini-style doors! Like all good car folk, his head is full of ideas, including a restomod based on either a Porsche 911 Carrera or a 1969 Ford Mustang. If the Z4 is anything to go by,

The forged carbon boot spoiler finishes the rear off perfectly


we can’t wait to see which direction he chooses next. We’re all for a bit of originality here at Total BMW, and Arno’s vision for a Z4 Everest Edition was an inspired one. With a mix of custom paint, one-off carbon fibre touches, the themed bespoke interior and the rare AC Schnitzer wheels, Arno and the team at Protuning Design have created something truly unique in just seven months. The build walks the difficult tightrope of custom and tasteful, and the outcome is a stunner that looks like it could have come out of Munich as a special model concept. The guys have reached the summit with this one





Take the front of one E46 M3 and the rear of another, weld them together, add some state-of-the-art mechanical components and a mighty V8 power plant – and you have a car that is hard to beat in any company.

Words: Richard Holdsworth Photos: Chris Barbour, John Lemm, Richard Holdsworth, Liam Hill



hile this racing machine might look like an E46 M3 on the outside, in reality, there is not much beneath the bonnet that belongs to the famed Munich car manufacturer – but the car runs with a BMW badge and, as such, wows the crowds on tracks around Australia. And it is all down to Shane Woodman, the M3’s owner and driver, and Liam Hill and his team at Riverside

Racing, the creators of the car. Put all these elements together, and you have a package that is rarely absent from the podium in Sports Sedan racing, a series unique to Australia and which grips fans for its sheer ferocity of power, speed and never-say-die competition. Shane Woodman had already proven himself on the race track and in rallies. He had followed Australian Touring Car racing for as long as he can remember.

JANUARY 2024 73


Family came first and then running a company that covered Australia, so it wasn’t until 2005 that Shane, at 35, took the plunge and bought a Ford Capri and started competing in Sports Sedan track races. The car had a full tubular chassis and was powered by a 350hp Chevrolet engine, very “old-school,” in his words, but the perfect car as an introduction to this form of racing. The Ford was joined by a more competitive car, a Holden built by the Australian wing of General Motors. The Holden Torana A9X had raced at Australia’s nationgripping marathon, the Bathurst 1000, and had enjoyed success. Shane set about restoring the car and entered it in the Targa Tasmania Rally while retaining the Capri for circuit racing. Inevitably, parts were needed for both cars, and a crash in the Capri brought Shane to Gary Gunn at Riverside Racing in Melbourne. And at Riverside Racing he met up with Liam Hill, a young man making a name for himself with an abundance of skills and enthusiasm. When Gary retired in 2021, Liam took over, cementing the relationship with Shane. And it was Liam and Riverside Racing that Shane turned to when he wanted something new and really potent. Liam was asked to create, design and build a new race car from scratch, and that is the car we are discovering here today, one that proudly carries the BMW badge on its bonnet. The cooperation between the two men and the two companies has developed, and this makes such a formidable team. We’re sitting with these two good men at the base in Melbourne and delving into the history that results in a BMW-badged car reaping such success in Australia’s incredibly competitive Sports Sedan Series. Liam takes up the story. “A BMW has this pedigree in motor racing, not the least in Australia where one of the most illustrious names in the sport, Jim Richards, 74 TOTAL BMW

Shane Woodman, centre, and his team that backs the BMW on tracks around Eastern Australia

beat factory-backed teams from across the world with a 635CSi followed by an incredible M3.” This opposition has seen the perennial battle between two of Australia’s giants on the track – Holden and Ford – but a quick glance down the entry list at a recent race meeting we attended at Sandown, Melbourne’s premier circuit, also showed some exotic names including Alfa Romeo, Audi, Chevrolet and even an Aston Martin Vantage V8. Liam again: “Shane gave me free rein to create a car that would compete with the best – as long as I adhered to four simple provisos: a glass windscreen (polycarbonate might be lighter, but nothing beats glass for clear vision), the car had to fit in Shane’s race transporter and, of course, it had to carry the BMW badge – and it had to be quick!” The year was 2013, and the die was set – the two men were setting out on a challenge to put the BMW name at the forefront of Australia’s spectacular Sports Sedan racing series.

The regulations for the series allow wide-ranging freedom for the design engineer, resulting in much of the manufacturer’s original mechanical components being ditched. The engine, being the heart of the matter, is the first to go. Engines are invariably sourced in the States, where NASCAR race engines are built by the dozen. It is such an industry, and the competition is so intense and rewarding (for the winners) that the top guys change engines like most people change their socks and an engine that has probably only raced once is considered past its peak and ready for a strip down. Often, an engine is given a top-end overhaul after 1500km on the track and a full overhaul after 4000 km in the heat of competition. Brand new engines can cost as much as $140,000 – secondhand can be picked up for a lot less, and that’s what Shane and the team did – not just securing one, but two, through their contact in the States, Richard Childress Racing. Their choice was the Chevy

V8 SB2.2 engine: six litres (the limit for Aussie Sports Sedans) and giving around 780 to 800 horsepower on test – a Sunday afternoon drive, this is not! And don’t expect this muscle power to be located in the customary up-front position – it is moved back into the driver’s cab to get a better front-to-

rear balance, often pinching the space normally allocated for the man at the wheel. Next, Shane and Liam looked at the car’s body – clearly, they weren’t going to buy a new or even second-hand M3 and throw away ninetenths of the parts just to get the BMW’s iconic shape.

Step-by-step building of a highly competitive car carrying the BMW badge

While most others spent weekends following their favourite football team or tending their gardens, the two scoured wreckers’ yards around Melbourne. It was proving unsuccessful until they came across a car that had suffered a rear shunt. The front was undamaged… it got them

JANUARY 2024 75


thinking of an identical car they had seen but with a front that had taken a battering – the back was perfect. Hey presto, the BMW M3 front and back were ‘married’ over the next few weeks and looked as though they had never been apart. But that’s only the start for Liam and the guys at Riverside Racing – all that metal was heavy, and if they were to complete on equal footing with the other Sports Sedans, they would have to do as they did, replicating the M3 shape but in fibreglass. Of course, this gave an excellent opportunity to look at improving the aerodynamics of the original road-going M3 and the obvious changes to the body that would make it a competitive race machine – this is where more of Liam’s skills came into play. First, he fashioned giant wheel-arch flares, then huge air dams to provide downforce to the front and giant wings to the rear. Scott Beeton, the former aerodynamicist for the Williams Formula One team in the UK and now established in Australia with his own company, AeroDesign Pty Ltd, was brought in at one stage to create an even more slippery shape and one which would give more downforce and transmit all that V8 power to the back wheels and then to the track. 76 TOTAL BMW

The body was then spraypainted to a smooth finish before being laid up with fibreglass and a ‘female’ mould taken in fibreglass – then casting a ‘male’ body from that. The result was a fibreglass body to the exact shape that Liam and his panel beaters had created – but saving many kilos in weight. The other advantage, of course, was the fact that future bodies – or parts of bodies – could be taken from the female mould should damage occur on the track. Later, fibreglass became history as the leading Sports Sedan racers replaced it with carbon fibre – and that is how Shane’s M3 now appears on track. The carbon fibre body, along with other modifications, eventually slimmed the car down by another 75kg. Now they really were getting somewhere! Obviously, a fibreglass or even a carbon fibre body can’t support itself, especially with some 700plus horsepower to deal with, and this is where freedom in the

The long struggle with the Alfa-badged car was a highlight of the 2018 season

regulations had to be grasped to the full, and a tubular space-frame chassis became an essential backbone to the car. This was created at Riverside Racing using state-of-the-art technology, and Liam’s experience picked up over the past 10 years working under Gary Gunn. “I didn’t have blueprints to work to, none whatso-ever,” Liam tells us with a smile. “Just what I had picked up in the past, plus an enormous amount of midnight oil in the workshop. The aim, obviously, was to keep weight down along with perfect weight balance, aerodynamic integrity and uncompromised suspension allround. And not forgetting creating a car that is easy to work on when Shane comes off the track and into the pits and urgent work has to be done. Seconds count at this level.” As explained, Shane Woodman was no newcomer to the race track with the Capri, but the M3 was a totally different kettle of fish – much more power, vastly better suspension, brakes and aerodynamics. The full potential had to be explored, and they used the first year, 2013, as a shakedown for what was to come. Just two rounds of the State championship – the ‘home’ track at Sandown, close to base in Melbourne, and then, the traditional Classic Car weekend on Phillip Island, some

50 miles south on Port Philip Bay, bordering the Southern Ocean. The two outings enabled Liam and Shane to identify any problems and carry out a degree of de-bugging. In Liam’s words, “Getting in the car in the engineering window…” With just these two races behind them – plus the hours of testing – Shane and the M3 staked all on entering the full 2014 racing season – and what a season it proved to be, winning the Victorian State Championship on tracks across the state of Victoria including

Winton, Sandown and another visit to Phillip Island. Champagne at the end of the day! Now to tackle 2015 and move up to the Australia-wide National competition with the best in Australian Sports Sedans and races in Queensland, New South Wales and back home in Victoria with visits to the Sandown track and again at Phillip Island. The result – a very creditable sixth place among the big boys and cars honed to this highly competitive category of Australian track racing. In short, it was a massive achievement for

More than 50 drivers entered the 2022 Australian Sports Sedan Racing Series. Shane Woodman and the M3 were competitive throughout, just missing the championship title by a few points

Shane, Liam and a car carrying the BMW badge to come home so high up the ladder and ahead of more seasoned campaigners. But sixth is sixth – these Aussies are tilting their caps at more than that and the year 2016 was used to take a hard look at where they were and what they had to do to get closer to the chequered flag. One of the things was aerodynamics, and that was time to bring on board Scott Beeton, who had been involved with aerodynamics at Williams F1 in the UK. Scott ‘breathed’ on the aerodynamics of the car with special emphasis on the underside to make it more effective. This not only gave it a smoother flow of air over the car but added to the downforce with a series of venturis to increase airspeed, in effect sucking the car to the ground. This was the year that the fibreglass body was ditched, and in came carbon fibre, encompassing, of course, Scott Beeton’s work. It says much for the highly competitive nature of motor racing that the next season’s racing became one of understanding the changes to the car, perfecting these changes and taking full advantage on the track. 2017 was almost a case of trial and error but

JANUARY 2024 77


E46 M3 Race Car ENGINE AND TRANSMISSION: Chevrolet 6.0-

litre V8 SB2.2, drive-by-wire throttle, MoTeC M1 system. Holinger gearbox and Shiftec paddle-operated gear change with shift compressor, MoTeC GPRP-M150 ECU

POWER: 780hp approx. CHASSIS: Öhlins TTX MK 2 four-way adjustable

dampers engineered by James McCabe Race Engineering Services, double-wishbone front suspension, 9” live rear axle with Watts link and adjustable camber and toe, tubular chassis designed and built by Riverside Racing, six-piston calipers and 395mm discs (front), AP four-piston calipers and 365mm discs (rear)

EXTERIOR: Carbon fibre body by Marc Fay at AFC Composites, fully engineered aero platform by Scott Beeton at AeroDesign

INTERIOR: MoTeC C187 data logger dashboard

screens, wiring and electric system designed by Ben Scoots at BS Raceworks

also steady progress – don’t forget the other teams were not standing still. Shane says that each round brought something new. Top speed on the straight increased, corning improved, and as the season progressed, lap times started to come down. The year 2018 saw the same tight competition for the top 78 TOTAL BMW

Top: Early days for Shane Woodman – but the M3 looks good. This was in 2014 at the Sandown track north of Melbourne

spots. Shane was only edged out of overall second place in the Australia-wide championship by a mere five points, 428 to 423. Same again in 2019. We’ll let Liam explain. “We were a fair amount behind the third-place car in the championship when we came to the final round. On the Saturday afternoon, we acquired some damage, which should have finished our weekend. But we took the car back to the workshop and, working through the night, cut a major amount of damaged chassis out of the car and remanufactured and fitted new parts.” Liam says they hurriedly loaded the car into the transporter the next morning and got back to the track. “Fortune smiled on us, as Steve Tamasi, who was just ahead of Shane on points in his powerful Holden Calibra, was involved in a Turn One incident, which meant Shane only had to finish the final race to seal third overall in the championship. It made the all-nighter repairing the car worth every minute!” Motor racing suffered in the years 2020 and 2021 as a result of Covid-19. Melbourne holds the record as the city with the longest lockdown in the world, and it wasn’t until 2022 that Liam and Shane could get the M3 back on track to continue

the jousting. And that is where we picked up the duo and their team – it was at Sandown once again, the last round for the 2022 season, with Shane again securing third place in the National Championship, which featured more than 30 cars. We can’t help asking where does this team go from here? Shane Woodman is a very successful businessman. His company, Landells Signs, started in 1903, was bought from the original owner by his father in the late 1960s, and Shane took control in 2009. Now, it is in one of the top five companies providing signage for some of the most prestigious companies in Australia, including the big supermarket chains plus sporting events such as the Australian F1. But Shane reminds us what he is up against. “The guys on the grid next to me are all feisty youngsters, half my age (and less) and take risks that an oldie like me with a wife, family and the responsibility as a major employer won’t take. They all rely on me to get home in one piece!” Shane Goodman is to change seats. But, being what he is, there is no doubt he will be back and showing us what he is made of! And if it is behind the wheel of another BMW, we’ll keep you in the picture. You can be sure it will be good!

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G30 540i xDrive M Sport Saloon Fast, tunable and less ostentatious than an M5, the 540i xDrive M Sport Saloon is also better value. Words: Guy Baker

If you’re lucky enough to have owned an F90 M5, an M550i or an Alpina B5 Saloon, then you’ll know that it’s not that easy to keep a low profile. And that’s great if you appreciate the attention, but if you prefer to go about your business in a slightly more discreet way, then the G30 540i xDrive M Sport could be the saloon for you. With all the power and grip you’ll ever need, the 540i xDrive is far better value than its more extrovert siblings – and can be readily tuned to M550i levels of performance with a simple remap. Better still, you could return 40mpg-plus on the motorway, and you can pick a great example for not much more than £23,000. And, when it comes to buying one, there are plenty of sensiblypriced examples at BMW Approved Used dealerships – so you could buy a used 540i xDrive with the warm reassurance of a BMW warranty. First delivered to UK buyers in 2017, the eight-speed automaticequipped G30 540i xDrive Saloon claims 340hp in factory trim and can accelerate to 62mph in just 4.8 seconds, as well as pulling hard all the way up to the 155mph limited top speed. xDrive allows you to make the most of the G30’s output, even on less forgiving surfaces, and with 332lb ft of torque available from just 1380rpm, the 540i is never found lacking – even though it’s only available with the automatic transmission. If you decide you need even more performance, a Stage 1 remap on the 80 TOTAL BMW

3.0-litre B58 turbocharged straight-six could elevate your 540i’s output to around 435hp. However, the 20172023 G30 540i xDrive Saloon is really a jack of all trades and is accomplished at delivering a more relaxed drive, too – with impressive ride comfort, a spacious cabin and a good-sized boot. Well-equipped as standard, virtually all cars come with at least a few optional extras, while BMW introduced a facelifted version in May 2020. These facelifted 540is have a redesigned front and rear bumper, along with new headlights and rear lights and a sharper kidney grille design. The daytime running lights were also redesigned, while previously optional adaptive LED headlights became standard. M Sport buyers could choose either red or blue

brake calipers, and the cabin refresh also included a new 10.25” touchscreen infotainment system. Condition and particularly mileage play a major part in determining 540i xDrive Saloon values, with age seemingly slightly less important. Prices for decent examples range from £23,000 right up to £36,000, with almost all cars over £28,000 in excellent condition. And there are lots still around with a BMW Approved Used warranty. For maximum residuals, yours should boast a few optional extras, but avoid the rare SE version, which isn’t so popular with buyers. Something like this 2018 Sophisto grey Xirallic car for sale at Club Class Cars in York (www.clubclasscarsyork. com) would fit the bill perfectly. Stickered at £28,395, it has covered an average 43,500 miles, packs a full BMW service history and enjoys the M Sport Plus Package, the Comfort Package, 20” Individual Light V-Spoke Bi-Colour Style 759 alloys, a Harman Kardon sound system and a reversing camera. And, with plenty of good examples around at the moment, you should be able to negotiate a decent discount on the price.

But bear in mind that BMW dealers have a lot of examples, too, so they aren’t charging much more than independent dealerships. This twoowner metallic Mediterranean blue 2017 car, for example, has a similar 49,552 miles and is just £27,950 at JKC Specialist Cars BMW (www. in Coleraine. With contrasting white Ivory Dakota leather upholstery, it too has several optional extras, including 20” Individual V-spoke Style 759i alloys, a reversing camera, an electric glass sunroof, a Harman Kardon sound system, the Comfort Pack, the M Sport Pro Pack, the Technology Pack and blue brake calipers. Plus, it comes with a BMW Approved Used warranty. There are a few low-mileage examples around, too, if that’s your bag, although you will pay for the privilege. This immaculate Metallic grey one-owner 2019 540i xDrive M Sport has just 28,900 miles and will set you back £29,000 at M and A Cars in Corby (www.mandacommercials. As well as a full BMW service history, this car comes with Cognac Dakota leather upholstery, 19” style 664M alloys, LED fog lights, BMW

Professional Multimedia, Aluminium Fine Cutting with Pearl Chrome finishers and a six-month warranty. But wherever you choose to buy your 540i xDrive Saloon, there were several recalls issued for this model – so use the VIN number of the car you’re thinking of buying to check with your local BMW dealer that all potential problems have been rectified. Your 540i must possess a complete BMW service history and preferably just one or two owners.

Call the BMW dealers mentioned in the service record to check that they really did service the car you’re looking at, and check for any iDrive screen display issues, broken oil filters, HUD issues, oil leaks, and problems with the stereo. A few owners have reported creaking from the dashboard, heavy coolant consumption, leaking valve cover gaskets, PCV valve failures and misbehaving VANOS solenoids. A properly remapped 540i ECU can provide substantial performance gains, with the B58 good for around 435hp and 430lb ft. In addition, the speed limiter can be removed, allowing a potential top speed of at least 175mph – and a few owners have also opted for a cold air induction kit and a high-flowing sports exhaust to make the most of their remap

Total BMW Retail Price Guide POOR: Under £23,000 GOOD: £23,000 to £28,000 EXCELLENT: £28,000+ SPECIAL EDITIONS: None

Recent G30 540i xDrive Saloon Auction Prices* Model


Registration Year


Sale Price

540i xDrive M Sport 540i xDrive M Sport 540i xDrive M Sport 540i xDrive M Sport 540i xDrive M Sport 540i xDrive M Sport

Auto Auto Auto Auto Auto Auto

2017/17 2017/67 2018/18 2018/68 2019/19 2020/70

45,043 38,021 40,750 83,807 45,689 23,905

£20,200 £23,200 £20,000 £17,700 £24,000 £28,000


I’m very grateful to Grant Darling and Darren Parker at James Paul (www.jamespaul., the BMW Car Club of Great Britain (, British Car Auctions (, Silverstone Auctions (www.silverstoneauctions. com), Bonhams (, Coys (, Classic Car Auctions (,, www.bimmerforums. and Glass’s (www.glassbusiness. their help with this feature

*Sale prices of good-condition examples sold recently at British Car Auctions

JANUARY 2024 81



Mani’s E38 735i


Elizabeth’s F22 M235i


Mark’s E46 325ti Compact

Mani’s E38 735i

A screw from some nearby housing developments put a hole in one of Mani’s Bridgestone tyres


There comes a time in car ownership, no matter what brand of car you own, when the inevitable happens – a puncture. For me, on a rather nice Sunday morning, I got into the car and drove out of my driveway. But something felt odd, almost as if the car was pulling to one side and the steering was really heavy. So I immediately stopped and looked at the driver’sside tyres – all good. I then had a look at the passenger-side tyres, and, unfortunately, the front passenger-side wheel was completely flat. Thankfully, I had only got as far as the end of my drive, so I reversed back and parked the car up. Luckily, I had stopped the car in the right position, as when I had a closer look at the tyre, I could see one of B&Q’s finest, a big fat nail, right in the centre of the tyre. I then decided to spend about five minutes venting my anger at the new housing


Ade’s E34 525i Touring

estate that is being built near where I live, with all manner of construction traffic using the nearby roundabout with not a road sweeper ever in sight. Anyway, after five minutes of venting, I had calmed down, and it then dawned on me that replacing both front tyres was on my to-do list anyway. The Bridgestone tyres fitted were from 2013, so were due for replacement anyway. Given that the rear tyres were also Bridgestone (manufactured in 2019), I was initially thinking of replacing the fronts with another set of Bridgestones. However, this will sound really odd, but there is something about a German car with German tyres on it to me. So I decided to select a set of Continental PremiumContact 6 tyres. And while I am not 100% sure about it, I think the E38s came out of the factory with Continentals fitted? Having looked at the usual online tyre fitters and stores, it was Kwik Fit that came out cheapest at just over £300, including mobile fitting for both fronts with the balancing, etc. I did think about getting the rears changed over to Continentals at the same time but decided to wait, or alternatively, wait for one of the rear tyres to get a puncture! The mobile fitting day arrived, and the communication from Kwik Fit was really good. Samuel, the technician, arrived on time, and after a quick chat, I explained to him politely that there was not a mark on the wheels, so let’s try and keep it that way. After about 30-45 minutes, the entire job was complete, and Samuel did an awesome job; not a mark on the wheels, despite his nervousness,

which he admitted after the job was completed! I decided to send a quick email to Kwik Fit Customer Services saying what a professional job he did, as I thought it would make a change from all of the complaints they probably receive. I never did get a response from Kwik Fit, so if anyone reading this works at Kwik Fit Mobile, please pass on my thanks to Samuel! Given my obsession with originality, one thing that has always bugged me since owning the car is the kidney grilles. Quite why the dealer I bought the car from made a fuss about “new 750i kidney grilles” fitted is beyond me, but anyway, that was one of the things that needed to be replaced. The 750i kidney grille was all chrome, whereas the 735i (and 728i) kidney grille came with a chrome surround and black slats. There was no way I was going to go down the aftermarket route, so I purchased a set of genuine BMW kidney grilles from my local BMW dealer, who advised that these would be coming from Germany. I also thought that I better buy them now, before BMW Munich runs out of stock and the price doubles with trim-related items. A few days later, the kidney grilles arrived. I then set about removing the old set, where I used the method of lightly tapping the slats with a wooden block, which removes the slats from the surround. After removing the slats, you simply remove the surround from the bonnet. After removing both, I could see that they were not genuine BMW kidney grilles, and the tabs actually started falling apart, given how cheaply they were made. So straight into the bin they went. After a quick cleaning session to remove all the dirt on the bonnet left behind by the old kidney grilles, I fitted the first new grille. I was a little nervous since you do need to be quite forceful. So, after lining everything up and praying to the relevant god, I applied the correct amount of pressure, and in it went with a very satisfying German clunk. Rinse and repeat for the other side, and the job was

In the pursuit of originality, the all-chrome aftermarket 750i-style grilles have now been replaced with the correct black-slat versions

completed well. I understand why BMW put the full chrome version kidney grille on its flagship E38, but, in my opinion, the black-slat version looks better. Now it’s time for a history lesson. I have always been interested in the production numbers for my Individual BMWs, and, during spring 2023, I spent quite a bit of time on the excellent E38 register website (, which contains all manner of things from production numbers for each model of E38, colours with photos and all sorts of other statistics. Reading about the E38 Individual Special Series was really interesting and just goes to show the amount of individuality that was available for the E38. The best way to think of an E38 Individual Special Series is ‘Individual +’, where BMW added all sorts of Individual parts to an E38 and marketed it as a special edition (or “series” to give it its correct name). The Individual Special Series E38 that the UK received was in 728i form in a rather lovely Velvet blue colour with Sand beige leather, with a total of 16 made in this specification. Another quick mention is the 25 Middle East “Fashion Edition,” with 25 built,

which received an upper paint colour of Titan silver metallic (paint code 354) and a lower colour of Estoril blue metallic (paint code 335) – quite the contrast! My 735i SE Individual is in Orient blue metallic (paint code 317) with “Sonderpolster/ohne Farbangabe – Z1XX” special trim. The special trim is Sand beige leather with blue piping and the blue dashboard with matching carpets. The register was able to identify that a total of 42,495 E38s were produced in Orient blue metallic (and, specifically, 386 right-hand-drive LCI 735is), with a total of six produced through BMW Individual. So, I am assuming that mine is one of those six. Anyway, I will end this update here, and we will pick up with some more wallet-busting repairs and preventative maintenance in the next instalment.

Mani has been researching Individual E38s and came across some interesting finds, like the twotone Fashion Edition built for the Middle East JANUARY 2024 83


Elizabeth’s F22 M235i @ b uff y c a r jo u r n o When it comes to modding modern, turbocharged BMWs, a remap is the quickest and easiest way to unleash some extra power. It’s one of the first things anyone does, and it was very high up on my to-do list of mods. However, a Stage 2 map needs supporting mods, and while I gathered those and prepared to get them installed, I decided to do something that people don’t think about, and that was a gearbox remap. In auto and DCT cars, the software controls how the gearbox behaves in different modes, and it changes from car to car. When the E92 M3 GTS came out, it was very popular to get the GTS gearbox software map, as it improved some aspects of drivability, for example. Nowadays, it couldn’t be easier to flash your transmission yourself to get instant results and improve the way the way your gearbox shifts and your car drives, and there’s no better way to do that than with an xHP gearbox map from RBT Tuning. If it’s an E-G series BMW with an automatic gearbox, then xHP can probably furnish you with a remap for it. And while a gearbox remap is definitely worth it if you’ve been adding some power because it will allow the gearbox to help you make the most of your performance upgrades, even standard cars will benefit. That’s because xHP’s gearbox software has been designed to improve drivability across the board. What you need to buy is a license and a map pack, and then you just need to connect your phone to your car to flash it. Depending on your phone and what car you’ve got, you can use a cable or wireless dongle, and I already had the necessary cables to do the flash. The process is super simple, and the instructions on the xHP website are extensive, so it was just a case of reading through everything a few times to make sure I wasn’t going to brick the car. Then it was just a case of firing up the app, picking my map, and letting it upload to the car. And, unlike some engine maps, which can take a while, and you run the risk of draining your battery if it’s not on a proper charger, 84 TOTAL BMW

The xHP gearbox software offers countless settings that can be adjusted to fine-tune how the gearbox behaves

the xHP flash takes no time at all, and I did it on my driveway. While the map specifics depend on your car and gearbox, generally speaking, Stage 1 removes torque limiters and improves day-to-day drivability. Stage 2 delivers a sportier driving experience without compromising everyday usability, while Stage 3 is designed for all-out fast driving on road and track, but that doesn’t mean you can’t use it in day-to-day driving, too. There are also countless additional options you can use to customise your maps and tweak how the transmission behaves and how your car drives and you can spend hours going through all these and making adjustments.

I decided to dive in with the vanilla Stage 2 map, which does all the things you get with Stage 1, like adding a gear display in Drive and raising line pressure if you have over 442lb ft of torque to play with, but then makes the gearbox much spicier. It reconfigures the DEC Logic, with similar logic as in M cars, giving you access to more shifting modes, as well as giving you even faster shifts in Manual and Sport+ modes. Recalibrated shift points in Drive and Sport modes improve throttle response, there’s no automatic up-shifting in Manual and Sport+ settings, and turning DSC off puts the transmission in its fastest shift mode. So, can I tell the difference? Absolutely yes I can. In everyday driving in Drive, shifts are just snappier and cleaner, and the ’box shuffles up and down the gears super-quickly and smoothly. The biggest difference comes from being able to use the D/S/M settings to alter shift points, while the DEC switch, which you use to go from Eco Pro all the way to Sport+, alters shift speed. This gives

you no fewer than 12 different possible configurations, allowing you to finetune the gearbox’s behaviour to suit any situation. In maximum attack mode with everything in its sportiest setting, it feels absolutely awesome, and the speed of upshifts and downshifts, along with the sheer responsiveness of the ’box is spectacular. In short, this gearbox map has made a big difference to how the M235i feels and drives, whether I’m just popping to the shops or enjoying my local back roads. As I’ve got the map pack, I could easily try out Stage 3, but, for now, I’m more than happy with Stage 2. It’s so good, and it means that my gearbox is now prepped and ready for when it has to cope with a whole lot more power. So whether you’re running a stock BMW and aren’t happy with how the ’box behaves, or are running more power and want to make the most of it, I highly recommend an xHP gearbox map – you won’t regret it!

For now, Elizabeth has opted for the Stage 2 map, and the M235i feels so much better to drive


JANUARY 2024 85


Mark Brown’s E46 325ti Compact Well, the past couple of years have been a struggle, and all things automotive had to take a back seat, unfortunately. A brief period saw me scratch a 911-shaped itch in the form of a 996 Carrera 2, but soon after, I became unwell, and it was sold. I won’t dwell on my health issues but suffice to say things have improved to a point where I’m able to indulge in a project to take my mind off matters. That said, while I’ve been fortunate enough to own some of BMW’s finest M cars, my budget meant looking for something at the other end of the spectrum. Initially, I had sought to get back into an E30, but personal circumstances halved my budget overnight. I needed something that could be bought cheaply and modified to get the best from it. I was bitterly disappointed as Luke Batram is a local dealer in all things E30, and he had an ideal project car in the shape of a chrome bumper 323i that had a 2.5, manual gearbox and LSD! Luke is a very nice chap, and I’ve included his contact details should you need anything E30. Text Luke on 07452832684 during office hours. Like many of us, I looked to the internet for some inspiration, and two cars seemed to fit the bill. The Z3 1.9 and the Compact in either E36 or E46 guise. I always think of Bruno at BDS Motorsport when I consider those cars and the way he has extracted performance that belies their humble origin. A quick search threw up several Z3 1.9s, but none really caught my eye. I think it was the whole convertible thing that put me off, and while there are hard tops available, they command a pretty hefty price tag. I want to put together a car with occasional track and Hillclimb use in mind, so really, that only left me with the Compact. Initially, the E36 Compact seemed to fit the bill perfectly. But what I didn’t consider was just how few E36 Compact were left within budget. I guess that with corrosion and the drift scene taking their toll, it didn’t leave many E36 Compacts that weren’t cherished by their owners and commanding stronger money when up for sale. That left the E46 in either 1.9 or 2.5, but both shared the 86 TOTAL BMW

same problem. Those Rover-esque headlights! There’s just no denying the fact that they’re no looker! That said, when you’re behind the steering wheel, the looks aren’t an issue. It’s also not all that difficult to modify some coupé front wings and transform that ugly front end to mimic the regular E46! In fact, there are several converted Compacts out there! It’s not all about looks, though. The E46 Compact has a strong following, especially the 325ti. The M54 engine gives the Compact pretty decent performance, and it sounds glorious. I decided that I wanted a non-sunroof 325ti, but their strong following meant prices were more than I could afford. Unless I could find one needing some work? LA51DMX is a Sport model from 2001. It came with black leather but, best of all, no sunroof! It came with a couple of months MOT and ran well, but it also had enough dash lights to qualify as a Christmas tree, waferthin brake pads and some diff whine. Those issues aside, though, it was within budget and didn’t appear to

have any rust issues. Thanks in no small part, I’d wager, to the lack of sunroof! Even those ‘ugly duckling’ looks seemed a little easier on the eye thanks to the Sport bumpers. So a deal was done over the phone and I took a train to collect my Compact. Upon arrival, I could see that DMX was exactly as described, and I was pretty happy with my purchase. Yes, there were some issues, but nothing that couldn’t be sorted fairly easily and – more importantly – cheaply! Heading towards the M5, it wasn’t long before I remembered just why it is that the 325ti remains so popular. They’re just such a fun car to drive, and you don’t have to thrash the living daylights out of it to make pretty swift progress. As mine is a Sport, it comes with slightly lower and firmer suspension from the factory and feels perfectly suited to the lanes here in the southwest. My first job was to ditch the mismatched tyres in favour of a set of Michelin Pilot Sports that were a steal from my local part-worn tyre fitter and mounted on a set of 7.5x17” Team Dynamics Imola alloys. I also added spacers all-round, which helped them fill the arches perfectly. I think they really suit the little Compact and give it a purposeful look in satin black. They were another bargain find, and the sale of the stock wheels covered their cost. The mass of dash warning lights and lack of working speedo pointed to failed wheel speed sensors, so I

figured I’d replace them all. The rest of the lights were down to aftermarket LED bulbs and them not being the correct resistance. I didn’t much like the bright white of the LEDs anyway, so they were binned in favour of OE bulbs all-round. Suddenly, it was no longer Christmas, and the warning lights had all been extinguished. The Compact interior is actually a very nice place to be, but all the better for a Storm stainless gear knob and Sparco race steering wheel. Those two simple modifications absolutely transform the Compact and make it feel pretty special. I think I’ve modified pretty much every car I’ve owned in this way, and they look great, as well as feeling way more special. The only other change I have planned is a swap from black leather to red. I really like the look of silver cars with red leather interiors. I had planned on fitting an M3 rear axle and LSD, but, as with everything M3, used prices have gone through the roof. There would also be the added cost of a rebuild, given that these parts are now two decades old! It was at this point I read about an alternative solution from a company called Racing Diffs. Basically, they offer a conversion kit that, when fitted, converts your stock diff to an LSD at a fraction of the cost. So, sat here in a box next to me is their E46 progressive LSD conversion kit along with new oil seals. You can find them on YouTube and see the reviews there, but I’m looking forward to testing the kit for myself. Although DIY-friendly, I am having my diff converted by a local engineering shop so that there are no mistakes. It also means I can be sure my diff is in good order before it’s converted. I’ll let you know how it goes. The LSD conversion will hopefully be the final mechanical modification I make, as the suspension is now

sorted thanks to AC Schnitzer springs and Bilstein shocks all-round. It may sit a little low for some, but I really like how it looks and drives. Fitting the suspension and the subsequent alignment did highlight how tired the steering arms and bushes had become, though, so I decided to replace them all wherever possible. One of the (many) benefits of running an older BMW is the choice of quality alternative parts manufacturers. I can remember using one in particular on my first-ever BMW, and that was Meyle. In fact, I’ve used Meyle parts on pretty much every BMW I’ve owned since, and that has to be 30+ cars. The quality of Meyle parts has always been very good, and I’m yet to have suffered a failure. So, as things stand I have an MOT test a few days away, but will be giving the Compact a full front-end refresh with new control arms, tie rods etc. A quick search of the Meyle website confirms just how much they can supply for BMW of all models, and thankfully, the E46 Compact is well catered for. I’m really looking forward to getting the best from my 325ti, and a full refresh of the steering and suspension will allow that. I’m determined to do more maintenance myself, so I’ll let you know how I get on, and having quality parts that you know are going to fit and perform as BMW intended is definitely a good start. When it comes to the aesthetics of the E46 Compact, the OE Sport kit is about as good as it gets. Mind you, a rear wing would have been nice, and had it been an E36, I would have simply fitted one of the many rear wings that are out there, but there isn’t one available for the E46! What there is, though, is a wing made by Lumma, who I first came across when I saw pictures of the E21 Convertibles they used to build! As you can imagine,

they are super-rare, as are Compacts wearing their rear wing. In fact, I’ve only seen one UK car and another that was on a YouTube video from three or four years ago. I saw the Lumma name in the comments section of YouTube, and a quick search took me to their website. I must admit, I was surprised at just what a comprehensive range of manufacturers Lumma cater for. Their rear wing for the E46 Compact looks great and really adds to the overall aesthetic of that rear view. In fact, combined with the factory lip, there’s a touch of the E30 M3, and I found myself wondering if an Evostyle Gurney would work? The black art of bodywork isn’t something I have a talent for, though, so I’ll be leaving well alone and on reflection. So there’s a lot to be done over the coming months, but I have a pretty clear idea of the end goal. Hopefully, it will demonstrate that you don’t need to spend big money to achieve something with stylish looks and real-world performance. Especially if you take the time to seek out quality manufacturers where the costs are realistic. Hopefully, you’ll enjoy seeing what I do with the 325ti, and I’ll be taking it to some events in 2024. I also intend on doing some sprint events in an effort to bring some positive attention to the Cornwall Air Ambulance Trust, to whom I owe my life, although we’re a way off that yet. You have to set yourself goals, though, right? So the first job on the list is sorting the steering, tie rods and lower arms to set the geo and renew the MOT.


Racing Diffs – Meyle – Lumma Design –

JANUARY 2024 87


Ade’s E34 525i Touring ( @ a bc ar p i x ) The E34 has been a superb car over the past year: superbly reliable, comfy and great looking. Time to tweak that a little now. I still want to retain the comfort, but the ride height was a bit silly. Coilovers are an expensive option on the E34; the four-figure price and the necessary chopping of legs and removing the rear self-levelling seemed like a task that was too involved for now. So, in the meantime, I opted for bidding on a mysterious auction listing for a brand new set of new-old-stock 30mm lowering springs. To my delight, when they arrived, they were from German Manufacturer Sachs Boge, who, over 20 years ago, stopped producing lowering springs and moved fully into the OEM market. I know these TÜV-approved parts are good, as I

used to both run them on my first car and also sell them 23 years ago when I worked part-time in XS Motorsport. A modifying shop that was the Scottish hub of the Max Power scene! Once fitted and settled, I was more than pleased to see the car had dropped a fair bit more than the claimed 30mm and handling was nicely tightened up. Of course, coilovers or air are hugely alluring and might happen someday, but I know this is the correct option for the car’s use right now. Another area that badly needed sorting was the wheels. A year ago, the original metric BBS with ancient tyres, which looked like an absolute liability were quickly removed. These were briefly swapped for a set of 18” Style 32s, which, even with thick spacers, looked hideously skinny and wrong. So wrong that I couldn’t even bear to take a photo! Next up was a set of Turbines from my E39 Touring. Not offensive or great, but purely there as a stopgap and removed when the tyres wore out. A bargain set of E39 Sport Style 66 staggered 17s went on next and were used for most of the year. A good look on paper, but the combo of standard ride height and a slightly-too-modern design made this look never quite right. Then, at last, the wheels, which were always the idea in the background became ready. A set of RC090 BBS splits in 8x17”. Good

Ade got his hands on a set of BBS RC090 splits


offset, deep dish, and that classic BBS style make them a match made in heaven for an OE+ E34. Bought from a good mate who had been running them on his Jaguar XJ-S, they were honest but badly needed refurbishing. My usual go-to guy for refurbs, Adie Luff at the Wheel Repair shop in Hamilton, Lanarkshire was called on. No stranger to sorting splits, he was given the wheels and told to just take his time and make them as good as possible. A full strip-down was undertaken, and the wheels seemed to have never been split before as they were torture to separate! The bolts were a rusty mess, so all were replaced with a fresh new flush set of stainless replacements. The lips were chosen to be redone in a simple powder-coated silver. I don’t want the hassle of bare alloy, and lacquered alloy is not a finish I’m a fan of, so a simple bright silver is perfect. Replacement caps and BMW roundels were sourced, and then Adie rebuilt the wheels to perfection. The next stop was ProTyre for a set of tried and tested Falken FK520s in 235/45 all-round. An excellent tyre that performs predictably in all scenarios. I may have been losing some width on the rears compared to the previous staggered setup, but the grip level substantially increased with the Falkens! Now, time to hit the road again looking better than ever.

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Max Faulkner’s E46 330Ci Sport

Max’s E46 started life with him as a barn find in Oxfordshire four years ago. It was originally a Sytner Sheffield car with 2 previous owners. “Under the dust and straw, I could see it was dent- and rust-free. It also came with a comprehensive service history and maintenance record,” he says, and it’s clear this was an E46 worth investing some time in. “Over the next three and a half years, I went through the car replacing brakes, suspension and engine parts, all using OEM or quality parts. The car was in mint condition, and the mileage went from 67,000 to 107,000 during my ownership. Every drive was an event, and it always received many complimentary remarks. I think

Hayden Cater’s E46 325Ci Sport Convertible

A tale of two E46s this month as we move on to Hayden’s Convertible. “I bought my Convertible last year as a nostalgic car as my parents had one back in 2005,” Hayden says. “She was in great condition when I first brought her. But now she’s a totally different car. I spent £1000s on the car, making it one of the best E46s ever,” he enthuses. The paint has been machine-polished to perfection by Custom Detailing in Essex, and the wheels have been fully refurbished in Shadow Chrome, along 90 TOTAL BMW

the Imola red paint had something to do with it,” Max enthuses. Sadly, this Readers’ Cars entry is something of an obituary. “Unfortunately, in June, the car was struck from behind by a driver who I suspect was on a mobile phone,” Max laments. “The insurance company decided the car was a

with genuine BMW floating centre caps and genuine BMW dust caps to finish them off. “The interior has undergone a massive overhaul, which meant taking

write-off,” he says sadly. However, he’s back in another E46. “I’ve since bought another 330Ci M Sport. It’s Titan silver with a black leather interior. I’m not 100% with it and may sell in the new year and purchase a 330Ci Clubsport,” he adds, and that would be a nice upgrade.

all the seats and trim out, and everything has been fully cleaned and protected. It looks brand new!” says Hayden with a smile. “I’ve also got a Ramair panel filter and MTEC grooved discs and pads to make the car stop a lot better. The brake calipers were professionally repainted in Estoril blue with M logos to give it that more modern look!” he adds. “Every single part I’ve replaced has been genuine from BMW Fairfield, which was the dealership that originally sold the car when it was new. She’s my absolute pride and joy,” says Hayden with a grin, and this is one incredibly clean, supertidy, and exceptionally pampered E46.

Send us your BMWs! Whatever BMW you've got, whether it's stock, modified, old or new, we'd love to feature it in Readers' Cars! Simply send us an email with a description and a bit of a story about you and your BMW, a mods list if appropriate, and a couple of nice hi-res pics and we'll get it into the magazine at the next available opportunity!



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2007, 115000 miles, £4,000. Full history with stamped book and plenty of invoices available. The latest service was on June 2023 when the two drive shafts and ABS sensors were put new along with full front suspension with both springs and shock absorbers. Please call 07873121684, South West.

1997, 56000 miles, £3,995. Automatic. Drives nicely. MOT to March 2024. Bodywork and paint good and tidy interior with uprated sound system. Tonneau cover. Just serviced. Please call 07931 360396, North West. 121123

BMW 335

BMW 2002

1972, 85000 miles, £10,000. Original UK supplied, matching numbers, rhd, 2002tii, needs complete restoration. Transport to UK can be arranged at buyers cost. Please call 00353876386480, Ireland. 121213


BMW 635CSI BMW 330 2003, 174500 miles, £3,250. BMW E46 330D, 204 Auto,has been remapped (stage 1) 9 months MOT 174,500 miles Leather upholstery - Drivers seat has a tear 255 18” MV2 alloys on the back and 225 18” on the front SATNAV, 6 cd changer, DVD and tape, has been a bit temperamental lately, probably a loose cable. Rear wiper does not work .Possibly lowered before I purchased the car .All windows are working fine and rear boot glass work perfectly ,Tow bar .Recently had a new waterpump installed .Gear box oil done 25k about ago .Lots of service history and receipts ,Air con re filled recently ,Auto light setting. Any questions please ask. Please call 07399378393, South West.

2008, 49000 miles, £11,500. Rare Phoenix Yellow E93 335i M Sport convertible. 6 speed, manual, petrol, 3 litre, 24 valve, twin turbo. MOT until May 2024. Only 2 owners, low mileage 49000. AC Schnitzer 19inch alloy wheels. Black leather interior. Kept garaged, currently on SORN because only used as a summer car. Please call 07765555447, North West.

1989, 76300 miles, £39,995. Misano Red Highline Motorsport Edition. The exceptional service history, supported by its original stamped service booklet. A complete handbook pack is present along with its original spare keys, service invoices and a set of old MOT certificates. The last oil inspection was carried out on 1st December 2021. Please call 01944 758000, Yorkshire and the Humber. (T)








94000 miles, £3,795. BMW Z3 1900cc petrol 5-speed 1997. Full chrome detail, full brown leather, full MOT no advisories, 2 new tyres, discs, always garaged, showroom condition, HPI clear. Please call for more information. Please call 07895675851, South West. 120145

BMW 2002

2004, 49914 miles, £3,500. BMW Z4 2.2i SE Roadster in Sterling Grey with Dream Red Oregon Leather interior. 5 speed manual, 16” Star Spoke wheels, twin exhaust pipes with a grey fully automatic soft top in perfect working order. Please call 07590594437, East Midlands.



1975, 37900 miles, £20,000. Rear model. 1802. 1766ccm. 90 kw. 61000 kilometres Petrol Manuel,gearbox. Starts first time. In original silver.

BMW COMPACT 1997, 79700 miles, £800. 1.6L petrol manual, smooth runner, MOT dec same owner since 2012 £6,795. Metallic Topaz Blue with rare Blue leather interior and Grey soft top. 5-speed manual, power steering, traction control, electric windows, electric seats. Please call 01277365415, East of England. (T)

original owners handbook, toolkit, BMW green,



Colour. Blue interior. Blaupunkt radio. Restored. Rust free. original. Engine. Alloys and original rims and tyres LHD. Accident free. Located in Algarve. Please call 00351964768068, Rest of the world. 120119

paintwork grubby in places but good overall. Please call 07787153671, Greater London.

BMW 525 2005, 150000 miles, £2,495. BMW 525D

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M-Sport. Owned 12 years. grey-black leather unmarked 25 service stamps. £800 spent on service discs/springs. text or call. Please call 07729593827, North East. 118796

BMW 728 1999, £1,500. BMW. 728. 1999. Reg, T144 LRT. £1,500 FOR 2. BLUE. Please call 01466781019, Scotland. 113218





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