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PLUS Geneva Show | 320d Gran Turismo | Classic auctions

Group 5 M1
Sole-surviving fully-restored
twin-turbo racer profiled

the ultimate BMW magazine

E36 M3
BMW’s misunderstood
M Car is still a brilliant
everyday classic – buy
now before it’s
too late!

Tech tips

Pre-war 328

● New Class saloon
● Tech Focus: M3 cooling

M5s go head-to-head
MAY 2017 £4.75

520d grudge match: G30 vs F10 Lapping Spa in E92 M3s


o here we are, my penultimate first words for BMW Car. Yes, the seem to be selling for really rather strong money!
June issue is to be my last as editor of this wonderful magazine Which brought my attention to the E36, and
as I will be moving onto pastures new. I’ve enjoyed every specifically the M3. They don’t attract the gushing
minute of it but I’ll save the teary goodbye for the next issue so praise that’s generally reserved for the E30 and
get your tissues ready as it’ll be a wrench leaving the magazine E46 generations but personally I’ve always found
after all these years in the hot seat. them to be an excellent steer, and the fact that
While I have mixed emotions at moving on of more pressing concern you can also buy a Saloon is perfect for a family
is the fact that I’m going to have to put my hand in my pocket and buy man when the added practicality is a bonus. But
myself a car! Having been in the fortunate position of running company where have all the E36s gone? It only seems like
cars for so long it’s a bit of a shock to discover that the sort of figure I had five minutes ago that the classifieds were full of them, but they seem to
in mind to spend on a car doesn’t go all that far. As I’m no longer going to be few and far between these days. If time was on my side I could wait
be commuting my annual mileage will be virtually halved so I have been for the right car to come along, but in a scant four weeks I’ll be without
looking at some potential future classics that I might be able to run every transport so I need to get my skates on.
day. While this would mean eschewing the sort of creature comforts one It’ll probably end up buying something more modern – an E90 Three or
gets used to when driving BMW test cars it does get around the spectre of an E60 Five, but even then I don’t know whether to buy petrol or diesel as
depreciation if the car that you’re running is quietly appreciating. the latter currently seems to be getting a very bad press amongst all the air
E30s were looked at and rejected as being just that little bit too old for quality scares. Hopefully I’ll have made my mind up by next month…
day-to-day use, plus the fact that the most clapped out examples now Bob Harper, Editor

BmW Car, Kelsey Media, Cudham Tithe Barn, CLASSIFIEDS

Berrys Hill, Cudham, Kent, TN16 3AG Tel: 0906 802 0279
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BMWCarMagazine @bmwcarmag

MAY 2017 3


ISSUE 275 MAY 2017
006 News BTCC success, 6 Series special
edition, new X3 winter testing, April Fool’s
Day, more awards and M6 at Sebring.

010 New Products All the latest new

goodies for you and your BMW.

014 Behind the Wheel The 3 Series

Gran Turismo won’t win any prizes for its
looks but is very roomy and comfortable.

018 Geneva Motor Show All the BMW

news from the Swiss extravaganza
including AC Schnitzer and Alpina, too.

026 Six Shooter We pitch an E60 M5

SMG up against an example that’s been
converted to a six-speed manual.

034 Sibling Rivalry Mark Williams pitches

his F10 520d up against the all-new
G30 Five… but which does he prefer?

042 Lapping it up We head over to Spa

Francorchamps to sample Spa RSR’s
standard and modified E92 M3s

050 Classic Auctions Classic Car

Auction’s sale at the Practical Classics
show drew some big money for an M6.

054 Buying Guide The E36 M3 might

never be lusted after like the E30 but it’s
a great drive and offers good value, too.

064 One of a Kind When Sauber wanted

to race the M1 in Group 5 it built two
from the ground up. There’s just one left.

072 Beauty and the…Boat! We

look back at the 328 and discover a
SUBSCRIBE AND SAVE! (SEE PAGE 102) wonderfully restored 328-engined boat.

080 A New Dawn The story behind the

restoration of a Neue Klasse Saloon
that’s used in London as a family car.

086 Tech Focus: M3 Cooling If your

M3 gets a bit hot under the collar then
CSF’s cooling upgrade may be for you.

092 Longtermers New trim and wheels

for the M3, more woes for the E90 and
Ben gets his Nürburgring race licence.

104 BMW Buyer Everything that’s going on

in the new and used BMW marketplace.

106 Technical Tips Our tame tech has a

look at what’s going on in the workshops.

108 Classifieds They’re back! Find your

next BMW or some parts here.

114 Art Cars The 16th machine in the

series: Olafur Eliasson’s odd H2R.

BMWCarMagazine @bmwcarmag

MAY 2017 5

BMW enjoyed a hugely successful start to the 2017 first trophy of 2017 for the WSR-run BMW 125i the Race Three grid, the two-time BTCC Champion
Dunlop MSA British Touring Car Championship M Sport, now incorporating the new B48 modular again set the fastest lap and scythed through the
leaving the event in the lead of the manufacturer’s engine. He had earlier climbed from 15th to field to finish in second place.
standings. While all three BMWs in this year’s seventh in Race One and added a solid sixth place BMW Pirtek Racing kicked off the season with a
championship are being run by West Surrey Racing in the final race of what was an extremely consistent great victory as Andrew Jordan triumphed in Race
(WSR) they comprise two different teams, Rob weekend for the 13-time BTCC race-winner. Three. From third on the grid, Jordan made a superb
Collard and Colin Turkington representing Team Team-mate Turkington had a race to forget start to snatch the lead into the first corner and
BMW and Andrew Jordan BMW Pirtek Racing. when his left-rear suspension was broken thanks maintained his advantage throughout the 24 laps to
Collard and Turkington both secured superb to contact from Matt Neal at the start of Race One, mark his maiden weekend in the WSR-run 125i M
second-place finishes on a dramatic day of action in leaving the the Northern Irishman starting at the Sport with his 17th BTCC victory.
front of more than 35,000 spectators at the iconic back of the grid for Race Two in 32nd position. Jordan had earlier added a pair of sixth places to
1.2-mile Kent circuit. Collard claimed his podium However, a sensational recovery – including setting leave him third in the Drivers’ Championship; just
finish in Race Two, the BTCC’s overtaking king of the race’s fastest lap – brought him back to ninth seven points off the top spot. The BTCC returns on
2016 charging from seventh to second to take the place by the chequered flag. From that position on 15-16 April at Donington Park.

new Limited Edition 6 series

The all-new M Sport Limited Edition 6 Series Headlights, Soft-close doors, Reversing Assist impressive spec list.
features a Sonic Speed Blue metallic exterior Camera, Ceramic Finish for controls, Electric glass On-the-road prices for the 6 Series Coupé
paint finish and includes newly designed 20-inch sunroof, Sun protection glass, harman/kardon and Gran Coupé M Sport Limited Edition are
M light alloy wheels in Bicolour finish with M loudspeaker system, Head-up display and Speed £83,580 and £84,080 respectively. Both models
specific double-spoke design and mixed run-flat limit display being added to the Sixes’ already are available to order now.
tyres. The styling of the 6 Series Coupé and Gran
Coupé is additionally emphasised by exterior
mirror caps in carbon fibre.
Inside you’ll find exclusive comfort seats with
Individual fine-grain Merino full leather trim in
Black/Fjord Blue and these are complemented
with floor mats featuring contrasting piping in
Fjord Blue. The cabin ambience is rounded off
with interior trim finishers in carbon fibre, a gear
selector lever with carbon fibre applications and
door sill cover strips coloured blue and bearing
the inscription ‘M Sport Limited Edition’.
The new models are well equipped too,
with Variable Damper Control, Adaptive LED

6 BMWcar

BMW to supply
official pace cars
for Le Mans

BMW and the Automobile Club de l’Ouest cars used by officials. BMW’s range will be well- renewed interest in motorsport and the values of
have signed an agreement making the Bavarian represented in the impressive fleet of distinctive endurance racing, while associating its brand with
manufacturer the official vehicle supplier at the high-performance Saloons, Tourings, Coupés, SAVs the world-famous 24 Hours of Le Mans races. This
Circuit des 24 Heures in Le Mans, replacing and limousines. Up to 26 vehicles will be used is the first stage in the partnership, with several
previous supplier, Audi. during the 24 Hours of Le Mans and five will be other projects currently under discussion. BMW will
The fleet comprises medical and extraction required for year-round track events. be returning to the 24 Hours of Le Mans in the LM
vehicles, safety cars for race events as well as With this partnership, BMW emphasises its GTE Pro class in 2018 with the MTEK team.

BMW’s doggy April fool BMW celebrates

BMW has run some
epic April Fool’s Day
stories but we’re not
10 years in India
quite sure that this At the end
year’s offering falls into of March
that category. BMW Group
“Furry passengers can Plant Chennai
now enjoy the BMW celebrated
dDrive dog basket, 10 years of
which comes with an production
in-built fan so pets excellence in
can experience the India.
exhilaration of the open road from the safety of their basket. The BMW
“The basket is the perfect gift for dogs who love the thrill of driving but Group Plant
sometimes get a little too close to the edge of the window for comfort. The Chennai
revolutionary carbon fibre, TwinPower Turbo fan sets a new standard in efficiency, started
whilst three power modes (Eco Pro, Comfort and Sport) to alter speed guarantee operations
a fully customisable experience. Upholstered in luxurious Nappa leather, even the on 29 March 2007 and since then the BMW Group has strengthened
colour and finish of your BMW dDrive model can be personalised to match the its commitment to the Indian market and has continuously increased the
unique style of your dog. number of its locally produced car models. Up to eight car models can
“Jack Russell, Head of Product Fabrication, says: “We want everyone to be be locally produced on two assembly lines at BMW Group Plant Chennai.
able to enjoy the sheer driving pleasure of a BMW and so we have taken Presently, the 1 Series, the 3 Series, the 3 Series Gran Turismo, the 5
our innovations in mobility solutions using carbon fibre and TwinPower Turbo Series, the 7 Series, the X1, the X3 and the X5 are locally produced at
technology to provide a product for a brand-new audience. Owners can also feel BMW Group Plant Chennai. To date over 57,000 cars have been locally
safe in the knowledge that their canine friends are enjoying the thrill of driving in assembled in Chennai.
a BMW without any potential mishaps or damage to the back seats.”

More Awards
BMW has defended its title of Fleet Manufacturer range of desirable, low-CO2, high-tech vehicles Meanwhile, Business Car Manager has awarded
of the Year, for the second year in a row while the to choose from, but the support for operators is the recently-launched i3 94Ah Range Extender the
7 Series won Best Luxury Car award and X1 was first rate. Standard-fit connectivity means fleets title of Best SME Green Company Car at this year’s
awarded the Best Premium Crossover at the 2017 and leasing companies can now use on-board awards ceremony.
Fleet News Honours. data to proactively book workshop time, and the After beating strong competition, the Business
Fleet World judges, said: “BMW has an intimate aftersales charter guarantees the most convenient Car Manager judges, commented: “The latest
understanding of fleet needs that’s unmatched turnaround too. It’s an offering that continues to set BMW i3 is a great mix of reasonable whole life
in the market. So not only do drivers get a broad the benchmark.” costs, performance, low tax and style.”

MAY 2017 7
Next generation X3 sneak peek
BMW has released these images of the next and drive characteristics can be meticulously tested while the use of lightweight materials should allow
generation X3, code number G01, cold winter and various different technical solutions compared the new X3 to be approximately 100kg lighter than
testing at its cold weather test centre at Arjeplog against one another. its predecessor.
in Sweden. Located in the historic province of We’re expecting the new X3 to be revealed in Engines are expected to be the familiar modular
Lapland barely 56 kilometres south of the polar all its glory in the next few months but for the units, the B47 and B48 four-cylinder diesel and
circle, Arjeplog offers the ideal conditions for time being we can see that it retains its relatively petrol units as well as the B57 and B58 six-cylinder
winter testing. An abundant amount of snow and compact dimensions while having a lower roof engines. A hybrid model will be available soon
temperatures of minus 20 degrees and below line and a more upright front end than the current after launch and for this generation we’re also
cause the many lakes in the surrounding area to model. This third generation X3 is based on the expecting to see a ‘hot’ X3, the M40i, but whether
freeze over. The resulting vast, even surfaces serve new rear-wheel drive flexible modular platform this model will be listed in the UK to take on the
as proving grounds on which steering, suspension which allows for more space inside for passengers likes of Porsche’s Macan remains to be seen.

M6 struggles at Sebring
In the second round of the IMSA WeatherTech BMW’s Motorsport director, Jens Marquardt, was drivers who worked very hard in preparation for and
SportsCar Championship at Sebring the brace of obviously frustrated by the experience; “We are during the race – and weren’t rewarded for this.
BMW Team RLL M6 GTLMs struggled for pace with leaving Sebring very disappointed. A look at the lap Thank you to the entire team for their efforts in the
the number 25 car finishing in sixth place while the time analysis clearly shows that the BoP adjustments past two races. I hope that the BoP will be further
24 car had numerous issues culminating in a crash after Daytona were by far not enough to classify the adjusted for the remainder of the season, in order to
and retirement shortly before the six hour mark of BMW M6 GTLM on par with the competition again. put us in a position again to deliver exciting and hard
the 12 hour race. Most importantly I feel sorry for the team and our fought races with the BMW M6 GTLM.”
In the GTD class the Turner Motorsport team
delivered a strong race performance gaining several
positions after starting 16th with the number 96 M6
GT3. However, damaged suspension put an early
end to the race for the car.
There’s no doubt that the M6 would have
the pace to challenge its rivals if the Balance of
Performance (BoP) adjustments from the series
organisers were applied in a better fashion. After
the season opener at Daytona it should have been
obvious that the M6 was being unfairly hobbled by
the BoP restrictions and for Sebring the team were
allowed to run with a four-litre larger fuel tank, but
no other changes were made with the Ford GTs and
Corvettes simply being able to drive away from the
BMWs. At Sebring the number 25 car ran a flawless
race, but just didn’t have the pace to challenge for
the lead.

Lloyd Blackpool
garners global recognition
2017 has certainly started well for BMW dealer Lloyd Blackpool as it scooped the BMW Retailer of the
Year award at the BMW UK BMW, MINI and Motorrad Conference in Barcelona. If that wasn’t impressive
enough it was the sole representative from the UK at BMW’s Excellence in Sales Awards in Munich where
it won the Best Dealer in Customer Care Award – a hugely impressive achievement considering BMW has
over 4400 dealerships in over 150 countries. Mark Powell from Lloyd Blackpool was presented with the
award by BMW board member Ian Robertson.

8 BMWcar
Powered by a hand-wound version of
our Calibre SH21 movement, the C8
introduces a power reserve complication
for the first time – when fully wound,
the decorated twin barrels provide an
incredible five days of power. Meanwhile,
the black DLC case and altimeter-inspired
date calendar match that practicality
with stunningly innovative design.

Swiss movement
English heart

Discover the new breed of watchmaker...
Autotecknic F8x M3/M4 Nankang
intake air ducts and BMW in
These air ducts, Motorsport
available from
CA Automotive, are Nankang has confirmed that it will be the
designed to mount title sponsor for the 2017 BMW Compact
behind the front Cup Championship, which will now be
grilles of your F8x M3 known as the Nankang Tyre BMW Compact
or M4 to provide a ‘ram- Cup Championship. The tyre company has
air’ effect by the static air already been involved for the past two years
pressure entering the intake as a mandatory tyre supplier for the race
manifold under the bonnet. series and will continue to do so for this
This creates greater airflow throughout the engine by forcing in cooler air, year’s season, with the 195/50R15 NS-2R
and more dense, cool air means more power. Available in carbon fibre or a 180, as well as being the title sponsor.
red Kevlar finish, the scoops are lightweight and look good, plus installation Nankang will also be involved with the
takes just 20 minutes and requires no drilling. 750MC M3 Cup for the second year running,
Price: £222.48 once again providing the control tyre for
Contact: or 01202 822792. the race series, which has gained huge
momentum heading into 2017 and has
now gained championship status. Last year,
the Nankang NS-2R was used but for 2017
the company’s latest motorsport tyre, the
AR-1, has been chosen, and early testing has
proven it will be faster than the old tyre by a
good margin.

Schmiedmann E9x M3
stainless steel sport
rear silencer
Now available from Schmiedmann is this sport
silencer for the E9x M3 range. The company
says the silencer has been designed to
develop a beautiful sound that really
enhances the character of the V8,
giving the M3 the soundtrack
it deserves. The silencer
is handmade in Italy from
100 per cent stainless steel
and features highly-polished
quad round tailpipes that carry
the Schmiedmann logo. As well as
all that, Schmiedmann says the silencer
has been weight-optimised and is lighter
than the stock silencer and, when combined
with the Schmiedmann X-pipe, will produce an
additional 8hp and 7lb ft of torque.
Price: £782.73

CA Automotive E92/3 M3 front bumper lip

Available in either GRP or
carbon fibre, this lip will fit both
the genuine and replica M3
front bumper and gives the car
a more aggressive appearance.
Both the GRP and carbon lips
have a gloss finish and the
carbon lip is available in either
1x1 or 2x2 weave, and both
lips are made in Europe.
Price: GRP £314.33,
carbon fibre £517.13
or 01202 822792.

10 BMWcar
Forge Motorsport Hard
Pipe Single Valve Kit
for E9x 335i

Forge Motorsport has released a hand-finished hard pipe blow-off valve

kit for owners of the E9x 335i whose cars are fitted with the N54 engine.
The alloy hard pipe fits directly to the factory throttle body and incorporates
the largest displacement valve the company has ever made. Featuring a
50mm aluminium piston, Forge says you can guarantee that there will be
no problems with split diaphragms on this set-up.
The kit contains everything needed to fit, including the valve and
pipes, of course, as well as the silicone reducer, blank hoses, clamps
and all fittings, washers and bolts. Full instructions make the fitting very
straightforward, and Forge says this upgrade can be fitted without any ECU
issues. And should you start to increase boost levels at a later date, this
valve is adjustable by means of Forge’s spring tuning kits, to allow the valve
to be finely adjusted to a specific engine and turbo set-up.
Price: £331.38

Dinantronics tuning M Style lightweight E92 3

hardware for B58-engines Series boot lids
US tuner Dinan has released its high-powered Dinantronics tuning platform
for BMW’s newest turbocharged inline ‘six. Dinan says its Dinantronics
performance tuner is an extremely advanced piece of hardware that monitors
and ties into a variety of systems in order to safely push the performance
of the B58 beyond what BMW offers. Users can expect gains of upwards of
40hp and 60lb ft of torque over standard and even more with supporting
Price: POA

New from M Style comes a range of lightweight boot lids, complete with
an integrated performance-style spoiler, for all E92 models including the
M3. The boot lids are made in Germany and therefore comply with tough
German TüV standards and M Style says they are top quality. Customers
have the choice of either GRP construction or single- or double-sided
carbon fibre. M-Style can also provide a fitting service if required at its
Romford HQ.
Price: GRP £979, single-sided carbon £1279, double-sided carbon £1895,
painting and fitting £90.
Contact: or 020 8598 9115.

MagnaFlow M2 exhaust
MagnaFlow has announced the release of its new stainless steel cat-back performance exhaust system for the M2. The
company reckons the M2 should be a little more vocal than it is straight out of the box and its new Sport series cat-
back system for the M2 features three-inch stainless steel tubing, upgraded AFM valves, high-spec V-band clamps and
quad four-inch polished tips (or carbon fibre tips as an option). MagnaFlow says this system should offer a smooth
deep tone with none of the highway drone you might get from a lesser system and unlike many other systems, the
MagnaFlow Sport series will make an estimated 7hp and 7lb ft of torque.
The Sport series cat-back system for the M2,
like all MagnaFlow products, is 100 per cent
designed and built in America and
carries MagnaFlow’s
limited lifetime
Price: POA

MAY 2017 11
What is it?
The all-new DMX7017DABS multimedia unit from Kenwood. It fits all cars that can accept what’s
known as a Double DIN car stereo. This means upgrading your car’s music system to feature
Apple CarPlay, Android Auto and Spotify has never been easier. Plus, there’s Bluetooth, Digital
Radio playback and an incredible built-in Dash Cam option. This is a complete and utter game
changer when it comes to the world of car audio products. It’s time to level-up!

Does it matter if you use an iPhone or Do you need the very latest iPhone or
Android device? Android phone?
Nope. Apple CarPlay or Android Auto is The Kenwood DMX7017DABS is compatible
launched when you connect your compatible with the iPhones 5 onwards. If you’re using an
device. In fact, you could use an iPhone, whilst Android phone, then the device will need to be
your girlfriend could have an Android device, running 5.0 (Lollipop) or higher. The iPhone
and the only thing you’ll need to change is the 5 was launched in 2012, so the chances are
phone’s charging cable when you hand her the you’ll have an Apple handset which will plug in.
keys to your pride and joy. This is true plug and
play connectivity!

The DMX7017DABS features Kenwood’s latest
Bluetooth technology, allowing you to stream
music in top quality, plus you can also make
and receive calls legally while on the move. At
the touch of the screen you can access all your
favourite music stored on your mobile device.
Phone pairing is an absolute piece of cake, too.
And the sound quality during phone calls is
industry leading.
Apple CarPlay Android Auto
Using your phone is illegal while driving and Designed with safety in mind, Android Auto
How good are the features? now you can catch six points and a serious fine allows you to make or receive phone calls and
Mate, let me tell you. This Kenwood packs for such motoring silliness. Keep your licence messages while keeping your hands on the
everything you could ever want from a clean and access your favourite apps while wheel. The user interface is simple and intuitive
touchscreen controlled multimedia system. on the move with Kenwood and Apple CarPlay. and we absolutely love the Google Maps
Check out these absolute bangers… How? Simply use Siri voice control or the integration. It’s super easy to get to where
touchscreen to manage phone calls, voicemail, you’re going with Google’s free voice-guided
send/receive messages, Apple maps/ navigation, live traffic information and lane
directions, iTunes music, playlists, podcasts guidance. Class-leading speech technology
and audiobooks. The game. It has changed. makes controlling everything with your voice
fast and easy.

Heck. This is serious. Proper Spotify integration.
Here at FC Towers, we listen to Spotify all day
long. Whilst Jules is partial to a bit of Queen’s Digital Radio
Greatest Hits, Midge much prefers Dizzee The DAB+ radio is second to none. You Dash Cam
Rascal’s earlier work. The full Spotify menu is a must run a discrete DAB aerial on the inside This product is coming in May, but we’ve got
doddle to use and proper intuitive. Access your of your window, but it’s easy to install and the scoop for you. Simply touch the screen to
playlists, artists, albums and songs all safely necessary to get access to hundreds of radio play and monitor the footage being captured
and legally, while on the move in your motor. stations in your car. via the Kenwood Dash Cam Link.

Want to know more about getting this incredible

DMX7017DABS installed in your motor? Then
contact your local Kenwood dealer. They’ll be
able to advise you about any fitting kit that’s
required and how you can integrate the steering
wheel controls if your car’s posh enough to
have such luxuries!

One of the GT’s trump cards is its interior space and huge boot – even bigger than a Touring; new-style iDrive doesn’t have 5 and 7 Series’s touch capability

F34 320d GT M Sport

ENGINE: four-cylinder diesel, 16-valve, turbocharged
CAPACITY: 1995cc
MAX POWER: 190hp @ 4000rpm
MAX TORQUE: 295lb ft @ 1750-2500rpm
0-62MPH: 7.7 seconds
TOP SPEED: 140mph
ECONOMY: 62.8mpg
EMISSIONS: 118g/km
WEIGHT (EU): 1670kg
PRICE (OTR): £36,030

we’d recommend as the extra oomph (190hp vs. Starting off in Comfort mode, the 3 GT lopes corner taken with enthusiasm and, when you just
150hp) suits the car. Sure, the extra power gives along the motorway with ease, the engine quiet and want to get somewhere quickly and safely, first-rate
the GT more straight-line performance, but there’s at low revs, the power assistance to the steering electronic assistance in the form of the quick-thinking
also effortless progress at all times, even if you’re high. Response to the throttle in this setting is too DSC system. You could add M Sport suspension to
not nailing the throttle. That’s thanks to the more dull for my liking though, so I soon found myself the specification of this car, and it would no doubt
important jump in peak torque – from 236lb ft defaulting to Sport mode, as it makes the whole sharpen the dynamics up a tad thanks to the 10mm
in the 318d to 295lb ft in the 320d. Whichever car feel a little more alert – even without adjustable lower ride height (and hence centre of gravity), but I
of the diesels you go for, opting for the excellent damping. The 320d’s engine has plenty enough just don’t think it’s worth the effort. You’re better off
eight-speed automatic over the standard six-speed grunt to unstick the rear tyres if you really want to revelling in the increased comfort afforded by the
manual gearbox is a no-brainer. Yes, it increases the on an interesting piece of back road, and though longer wheelbase and unique suspension settings of
purchase price by a not inconsiderable amount, but the GT’s body control isn’t quite as sharp as the the Gran Turismo.
that should be recouped come resale time, plus the 3 Series Saloon’s, it’s an enjoyable car to drive by While I can’t pretend to have been entirely won
automatic car is claimed to be more economical. any normal measure. You soon adapt to the extra over by the 3 GT’s looks, it is undeniably a lovely car
Linked to that is its emissions rating, so the lean on the springs, and the fraction longer it takes to own and much better from a passenger’s point of
automatic 320d GT means two per cent less Benefit- for the front end to settle into a corner, but there’s view than the 3 Series Saloon. I can’t speak for us all
in-Kind tax per year for company car drivers. loads of grip, the usual rear-led stance out of a on BMW Car, but the 3 GT is certainly a grower ●

16 BMWcar


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Motor Show
While there were no BMW surprises in Geneva
it did have several world premieres and Alpina
and AC Schnitzer had plenty to offer, too
Words: Bob Harper Photography: Sam Preston and Newspress

18 BMWcar

New 5 SerieS TouriNg

The G30 Saloon has only just gone on sale yet BMW has already launched the Touring version and the
new model received its worldwide premiere at the Geneva Show. Somehow BMW always seems to
get the styling of its Tourings absolutely spot on and in the flesh the new G31 really does look the part,
especially in blue with the M Sport styling package. Part of the reason for getting the car to market so
quickly is that in its native Germany many customers will hold off from ordering a new 5 Series until
the Touring is launched as it’s seen as a more practical version of the model and estates sell very well
in Germany.
The new Touring is 36mm longer, eight millimetres wider and 10mm higher than the outgoing
model and, crucially, is up to 100kg lighter than the outgoing model. The boot capacity is increased
too, as is its maximum permissible load and with the 40:20:40 split folding rear seats it looks very
practical too. UK prices start at £38,385 for a 520d SE and rises to £52,760 for a 540i xDrive M Sport.

Face-liFTed 4 SerieS
While the face-lifted 4 Series has been criticised
for looking a little bit too much like the non-LCI
car the new head and tail lights do give the car a
more dynamic look and there’s no doubting that the
new colours that BMW had on its stand – Snapper
Rocks blue for the Coupé and Sunset orange for
the Convertible did look particularly fetching – and
a 440i xDrive Gran Coupé in Frozen silver almost
took on a silvery blue hue under the show lights and
looked pretty awesome, especially sitting on its Style
624M 20-inch alloys.
Inside the new cabin materials and finishes could
be spotted and the new iDrive system (à la 5 and 7
Series) with the touch screen tiles did look good and
works well, although we would still prefer it if the
touch screen capability was prevented on the move.

MAY 2017 19
AC Schnitzer

There’s no doubting that the star of the show
as far as the BMW tuning companies were
concerned was AC Schnitzer’s take on BMW’s
i8. This example looked absolutely stunning in
its metallic red wrap along with a selection of
Schnitzer carbon fibre embellishments. We’ve
seen a Schnitzer i8 previously but the company
now offers more carbon parts for the car with a
new front splitter assembly and some additional
cooling ducts behind the front wheels and to
the rear of the rear wheel arches.
Sitting on lowered suspension and a set
of trademark Schnitzer alloys it really did look
absolutely eye-popping and it’s not hard to
understand why the company’s programme for
the i8 has been so successful – not only is it
one of the few options on the market for those
wishing to personalise their cars, but the fit and
finish is second to none.

20 BMWcar

The star of Schnitzer stand last year was
the ACL2, a wild green monster based on
the M235i which featured some outlandish
aerodynamics and a snarling M4 engine under
its lightweight carbon bonnet. This year Schnitzer
featured a somewhat sanitised version of
that car, the ACL2S, of which it will build 30
examples to celebrate the company’s 30th
birthday this year.
Based on the 240i this is a machine that will
appeal to those thinking about an M2, but find
that car a little too common. Packing 400hp and
443lb ft from its reworked engine the ACL2S
goes as well as it looks. The exterior styling
features 80mm wheel arch extensions and
numerous carbon fibre exterior goodies as well
as a Schnitzer RS adjustable suspension set up
and a set of 19-inch AC1 alloys.
Additionally those wanting to take their ACL2S
one step further can spec a re-trimmed Recaro
interior and additional front and rear spoilers
as well as a limited slip differential. Those with
long memories may also remember the show
car’s colour scheme fondly as the black with
red accents was used by Schnitzer on one of
its previous show cars, the ACS3 3.2 Compact
of which the company built 10 to celebrate its
10th birthday.

MAY 2017 21

B5 Bi-TurBo
Alpina often likes to steal a march on BMW M when
it comes to revealing its headline models and it did it
again at Geneva with the world premiere of the B5 Bi-
Turbo saloon. And what a machine it is. Packing a 608hp
turbocharged V8 that also musters a not insignificant
590lb ft of torque it’s capable of accelerating from
0-62mph in just 3.5 seconds, making it the fastest
accelerating machine that Alpina has produced. The
impressive stats don’t stop there though as it will also
accelerate from 0-124mph in just 11.4 seconds on its
way to a top speed of 205mph.
As well as the big power output the secret to the
Alpina’s monster acceleration is down to the xDrive
four-wheel drive which comes as standard with the car.
It also comes packing the full suite of BMW’s driving
aids, tweaked for Alpina’s application, such as rear axle
steering, roll stabilisation and adaptive dampers.
Inside the B5 is as opulent as you’d expect for an
Alpina and there are plenty of possibilities for further
personalisation from the options list too. Best of all a
Touring version will be offered as well. UK pricing starts
at £89,000 for the B5 Bi-Turbo Saloon and £91,000 for
the Touring.

22 BMWcar

B4S Bi-TurBo
Alpina wasn’t happy to leave things with just the
one world debut at Geneva as it also featured
its new B3S and B4S Bi-Turbo models based on
the face-lifted BMW models. The S designation
should give the game away that these models
now feature reworked versions of the twin-turbo
straight-six that now develops 440hp and 487lb
ft of torque, good enough to endow the B4S
Coupé with a 0-62mph time of 4.2 seconds
and a top speed of 190mph. Prices for the
B4S start at £63,000 for the Coupé and rise to
£67,000 for the Convertible

MAY 2017 23
Falken M6 GT3
One of the surprises at Geneva was Falken
revealing a BMW M6 GT3 in the company’s
iconic livery which has been more recently
associated with the Porsche brand when it
comes to Falken’s endurance racing programme.
In a unique situation the Falken team will now
be fielding both an M6 GT3 and a Porsche 911
GT3 R in both the VLN and the Nürburgring
24 Hour races. Longtime Falken driver Peter
Dumbreck, who celebrates his tenth year
with the tyre manufacturer, will be joined by
Alexandre Imperatori in the new BMW, with
Marco Seefried and Stef Dusseldorp joining
them for the 24-hour race.

HaMann M2
It should have come as no surprise that Hamann
exhibited its M2 at Geneva – it is, after all, the
darling of the tuning world right now and many
companies are revealing upgraded versions.
Hamann’s example featured additional aero parts
such as a new front splitter and rear diffuser along
with some side skirt extensions and a new rear
spoiler. The 20-inch alloys painted in turquoise
helped the car to stand out from the crowd too.
Under the bonnet it features a tweaked ‘six, now
developing 420hp and 391lb ft of torque, good
enough for it to achieve the benchmark 0-62mph
sprint in just 4.2 seconds.

24 BMWcar
“theIn each gear it does
same trick again,
pinning you back in
your seat as both the
revs and speed climb
at a frankly a alarming

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Six Shifter
The E60 M5 manual was exclusive to the American market but a South African
would not be deprived, so created his own Words: Johann Venter Photography: Mahomed Abdulla

ontentious would be an apt description it’s faster, it’s more astonishing. It sounds like a Ferrari compared to over 8000 SMG-equipped examples for
for the sequential gearbox found in 430 and that’s about the best car I have driven.” North America.
the fourth generation M5. I vividly Whereas the E39 M5 was only offered with a manual Without a doubt, the third iteration of BMW’s M
remember watching Jeremy Clarkson transmission, the E60 M5 could only be had with a sequential ‘box was the biggest bone of contention
on Top Gear throwing a temper tantrum SMG… except North American enthusiasts kicked with the M5. The seven-speed SMG was specifically
about the SMG and all its various drive modes and up so much fuss that there was no manual option developed to work in tandem with the S85 V10
shortcomings while trying out the then new M5. But in BMW’s largest M market that BMW M was forced engine. It comprised of a single clutch, eleven
what he said next left an equally lasting impression: to build one for North American consumption only. Drivelogic shift programmes (five in automatic
“It doesn’t matter what you’ve ever driven, it’s quicker, In total it built 1360 manual examples, give or take, mode, six in manual mode), and launch control

26 BMWcar
E60 M5 Manual

MAY 2017 27
– and it swapped cogs 20 percent faster than the are enough decibels for me to appreciate the V10. from the SMG.”
previous SMG. But herein lay the conundrum, as Ten minutes out from our location, Andy Ackerman, Let’s now draw our attention to Andy’s Alpine
many deemed it too complicated. The E60 M5 did owner of the white manual M5, joins the convoy. white M5, the main reason for us being here today.
however have an ace up its sleeve. The S85 engine I slot in behind him and marvel at the sound from It’s a 2007 facelift with only 102,000km (63,500
used in the M5 was based on the Formula 1 P84/5, his M5, sounding like a Spitfire doing barrel-rolls up miles) showing on the odometer. Eighteen months
3.0-litre V10 engine, as used in the Williams and above, simply marvellous. ago Andy traded his E34 M5 (featured in the
benefited hugely from the technological strides made We find ourselves just outside the historic little 2016, July issue of BMW Car – The Last Hurrah),
by BMW in Formula 1. In road trim the S85 engine town of Cullinan, which has generated 25 percent for the E60 M5 and paid in the difference on the
was a masterpiece, and its electronic brain was of the world’s diamonds, including ‘The Cullinan price agreed upon. Andy regards the conversion to
capable of more than 200 million calculations per Diamond’, the largest ever found in the world. It manual as close to the factory spec as you can get,
second, it won ten ‘International Engine of the Year’ was sliced and diced to make jewels for the Queen, highlighting that it is an OE (Original Equipment)
titles, between 2005 and 2008. Titles include: ‘Best including: the ‘Great Star of Africa’ found in the Royal conversion, as only BMW parts and coding were used
New Engine’ 2005, ‘Engine of the Year’ 2005 and Sceptre, and the ‘Lesser Star of Africa’ placed in the in the process. The previous owner, Werner Venter
2006, ‘Best Performance Engine’ 2005-2007 and Imperial State Crown. Enough with the diamonds had sold his Sapphire black E60 M5 to Andy and
‘Best Above 4.0-litre’ 2005-2008. though, let’s get back to the M5s. With the two cars needed a replacement for his daily steer. Werner, a
Our rendezvous for the shoot is my place, at 5am parked next to each other, glistening in the sun, the technician at Pinnacle Auto BMW, Secunda, (a mining
sharp. Snapper Uzzi and Guy Patron whom I’ve Alpine white manual creates the perfect contrast to town 130km from Johannesburg in the province of
asked to join us, so we can compare his SMG M5 the Hellrot red SMG. Guy explains that through the Mpumalanga) bought the Alpine white M5 from a
against the manual, arrive as planned. But just as I ‘M5 Board’ in the US, he was able to ascertain that client, with the intention of converting it to a manual.
am about to pull away, my Labrador bolts out the his M5 is only one of three in the world, in this hue. Werner was aware that manual M5s had been made
gate! I give chase in our tracking car, a Mazda 2, but Of the three, two are right-hand drive, the other right- available to the American market, and that these
I soon realise that I’ll have to pursue Milo on foot, hand drive being in the UK and the only left-hand had been fitted with the manual gearbox from the
so I abandon the Mazda. Maybe not the best idea, drive being in Germany. This a 2006 model with E90 M3. Finding and fitting the M3 gearbox was the
but 20 minutes later heart pounding, we all wrestle 115,000km (71,500 miles) on the clock, it has a easy part! Werner however took it a step further,
Milo into the Mazda. The M5 can easily make up custom TNT exhaust (cat free) fitted aft of the cats by installing the clutch and flywheel from the V10
the time lost, but my steer is a little slower… With on the manifold. Guy acquired it three years ago, it sequential ‘box. The American M5 manual variant
sunrise looming, we race against the clock on the was an astonishing find, as it had been fitted with however, made use of the clutch and flywheel as
B-roads that cut through the countryside just outside a new engine and gearbox by a BMW main dealer. fitted to the M3. Andy assures me that the clutch and
Cullinan. The Mazda is struggling to keep up, but the Guy virtually bought a new car – it is pristine and flywheel from the SMG fitted perfectly. The reason for
beautiful noise that emanates from the rear muzzles managed to win its class at the inaugural Concours this is that the S65 engine (in the M3) is a shortened
of the M5 is astounding. With every gear shift there SA in 2016. According to Guy, “It has been three version of the S85, sans two cylinders and a capacity
is an explosion, and even with the wind noise there years of pure enjoyment and not so much as a peep of 4.0-litres. The S65 has the same bore and stroke,

28 BMWcar
E60 M5 Manual

The E60 M5 was designed to be

SMG only and it’s a marvellous
system when you’re on a charge
but can be clunky and obstructive
when you’re trundling round town

MAY 2017 29
cylinder dimensions, pistons, connecting rods and
double VANOS, as the S85, resulting in exactly the
same compression ratio of 12.0:1. Not BMW’s first
foray into this cross sharing philosophy (to build on
a winning formula), remember the S14 found in the
E30 M3, it used a shortened (two cylinders) version
of the cylinder head as found in the M88 motor (as
used in the M1 and M635CSi), the bore, stroke and
valves were also based on those used in the M88/
S38. The gearbox thus developed for the E90 M3
was similar in dimension to that used in the M5,
and therefore it should come as no surprise that the
clutch and flywheel from the M5 could be mated to
the gearbox of the M3. Incidentally, the SMG from

The beautiful noise that

emanates from the rear muzzles
of the M5 is astounding

The North American market

demanded a manual ’box for
the M5 and M obliged with a
version that used the E90
M3’s six-speed unit

30 BMWcar
E60 M5 Manual

the Alpine white M5, went into the Sapphire black are darks arts. I am keen to know more, but Andy standard items. Every conceivable option turned up
M5, which both Andy and Werner previously owned, explains that it is all veiled in secrecy and he has told to the limit. As we exit Kitty Hawk Airfield (where
as the original had failed. me as much as he knows. He is however very keen we’ve come to take the stills), we pass over the track
The more difficult part of the operation was to get to let me know that while on holiday in the Cape for the gate, it sends a sharp jolt through the entire
all the coding modules to work in tandem. Werner (at sea level), he did a pre-dawn run (more dark frame of the car… the joys of an M car. Initially the
opted for a hybrid approach, by using modules from arts), in which he managed to pass the reading on car is left in auto mode and sure enough there is
BMW North America, for the manual map (which the speedometer of 330km/h (205mph), with the a thud, followed by a kick in the back, the Achilles’
does not enable traction control to be disengaged), needle hitting the fuel gauge needle – he estimates heel of the M5 has raised its ugly head. Best to take
and then proceeded to load the European spec ECU his speed to have been 345km/h (214mph). control via the paddle shifters! Once on the open
software which allows for slightly more aggressive By now I am itching to go. First up the Hellrot red road the M button is engaged so all 507hp can be
timing with a better fuel map. Werner was assisted by SMG, we all hop aboard, no one wanting to miss out harnessed. This is a narrow country lane that runs
OBD Worx, specialists in the repair and replacement on this rare opportunity to sample the E60 M5 in through an undulating countryside, with certain
of control modules found in BMWs. The entire both sequential and manual guise. With four adults sections of road made of patchwork. Level your right
conversion took a year, but Werner wasn’t satisfied onboard it will be a real world test of the capabilities foot into the foot-well and keep tugging on the right
until he was able to remove the speed limiter, of the Super Saloon. No key fob, just a good old paddle in quick succession, until in fourth. Then let
effectively increasing the RPM limit slightly and fashioned key that slots into the ignition. A beautiful the revs climb to the 8000rpm, the speedo showing
increasing the in-gear speed limits, allowing for a top noise pours out the back end, the broader diameter the sort of figures we really shouldn’t admit to.
speed of 360km/h (224mph) in sixth-gear. These on the tailpipes projecting a deeper growl than the The M5 has turned into a 1800kg projectile

MAY 2017 31
locked on a mining town called Cullinan. Inside the get it going sideways, as traction control cannot SMG M5 that I had for a year, but I much prefer the
M5 cabin is spacious enough to carry four adults in be disengaged. Gear changes are definitely not as manual, it is more satisfying, more engaging, the
relative comfort (I say this as I find the interior of rapid as with the SMG, but I am pleasantly surprised manual ‘box just adds to the driving experience…
the previous M5 to be superb), and the suspension, at how smooth it is. The gears are stacked close I love the heel and toe action. The gearbox is very
although stiff, does absorb the uneven patchwork together, with a short gearshift and remarkably light smooth with a medium throw and a short shifter,
rather well. The brakes at this speed are excellent, clutch, making for easy and precise shifting. Swift making it quick. Also the clutch is light, slightly stiffer
considering that it only uses a two piston calliper gear changes allows you to keep the revs above than that of the E90 M3. And it is a smidgen lighter
setup in the front, and a single piston calliper in the 6000rpm and then back into the red line, changes on fuel.” Next on Andy’s list is to be able to get the
rear. On a charge the M5 is sublime, climbing into are smooth but the release of the clutch throws a traction control to be switched off. He tells me that
the red line at any speed in any gear… expulsing a jab at your kidneys. The final surge of power comes the MDM button has been installed and wiring has
glorious rumble. In reality though it is both ‘Jekyll and just before you reach 8000rpm, the sound of the been done, all that is needed is the coding for the
Hyde’, the SMG only good for a high speed chases, Spitfire is no longer in the distance but hovering DSC module.
temperamental in traffic and town driving, and forget above. By now we are doing big velocities again, The production of F10 M5 ends just about now
trying to parallel park, as Guy and Andy point out it and at this speed the narrow country lane seems to and interestingly enough the North American market
can be a very jerky and frustrating experience. have become narrower. Descending into a dip, over again was the only market to get the M5 in manual.
Next, Andy’s manual, fire it up by depressing a patchwork of tarmac, I pray that the brakes and Demand for manuals worldwide is waning, only 560
the stop/start button and there is the sound of the Michelin Pilots Super Sports are up to the task of F10 M5 manuals were sold in North America, less
Spitfire in the distance. Largely brought about by keeping everything in check. than half that of the E60 M5 manual. Soon enough
a custom exhaust, retaining the manifold cats but When we come to a stop and the blood leaves there will be a new M5 on the horizon, and it’s a
dispensing with the rest, only mid silencers, none my brain and returns to the rest of my body, I realise pretty safe bet that it’ll have an auto or DCT ‘box
at the rear, finished off with Akrapovic tips. Crossing that I am sold on the six-speed manual and would and that xDrive will be the only option available.
over the gate rail induces the same jolt that was take it over the SMG any day of the week, and twice Unfortunately the pleasure of driving a manual M car
previously experienced. On the open road the M on Sundays. is rapidy becoming a thing of the past… l
button is engaged to muster all the power that is I want to get Andy’s reaction though, as he has
available. From the outset the M5 is pushed into been fortunate enough to have owned both, he gives SPECIAL THANKS
the red line, don’t expect to light up the tyres or me his take: “I learnt how to get the best out of the Ron Silke

32 BMWcar

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Sibling I
have never been a trendsetter. Nor an early
adopter. But neither am I against change. It’s just
that it takes me a while to catch-up. When the
whole world was falling over itself and eulogising
about the iPhone, I was soldiering on with my
Blackberry, pondering Apple’s offering as “a fad
which may blow over”. My first laptop came years
after Neanderthal Man was nursing hernias through
hauling the original versions about the place and I
was still relying on a trusty Sony MP3 player when
everybody had alighted upon the Streaming Music
Train. And our first iPad came long after the rest of

mankind had served as a collective guinea pig and
proved the concept. A Luddite then, you may think.
So at this point we should probably brush over the
fact that the application form which the nice man
at the bank had me complete for our mortgage,
contains the legend “IT Manager” in the occupation
field… Truth is that professionally, I have to follow
Is newer always better? Mark Williams pitches his sixth (or better yet, set) the trends which partly define
generation 520d up against the all-singing, all-dancing evolution, but privately I am content to roll along and
take my own sweet time to catch-up because riding
seventh generation G30 version… but is he impressed? the wave 9 till 5 is exhausting.
All of this is prefacing a statement. Upon initial
Words: Mark Williams Photography: Gus Gregory introduction with the new G30 iteration of BMW’s 5

34 BMWcar
F10 vs G30

Series, I was not as overly enraptured by it as some Depending on what you currently drive then, And it’s jolly good. As in, really good. I didn’t
sectors of the press. Neither was I instantly as sold as and this is always the case of course (regardless of honestly expect them to mess it up of course, but
I was when I first clapped eyes on the F10 ‘back in whether it’s a model from the same manufacturer or nevertheless the alchemist effect is strong in this
the day’. So, is it just a case of waiting for the world that of a rival), your first impressions of the G30 will one. Such is the blend of talents this car exhibits,
(i.e., the leasing companies and fleet managers) be against that context. And coming from an F10, it makes Gary Lineker look hopelessly restricted in
to prove the concept and sanitise me to the new one wonders how many of those punters will take terms of skillset (and we all know that in reality he
car through presence and sheer numbers, or am I to the interior. But let’s not get ahead of ourselves. can turn his hands to pretty much anything). So yes,
actually not keen? What exactly is the G30? to drive it’s very good. But there’s more to a car than
Externally, I found nothing to put me off. Sharp, BMW Five Series. Aspirational, dynamic, evoking its dynamics.
confident yet quiet evolution. But on the inside, my strong images of rock-solid autobahn blasts, four-up, Back to those pro journos then for a moment.
reactions were a little cool. Not something that I’ve lights ablaze, outside lane, in a hurry. And then Waxed on for several pages they did (and a couple
found in the various road tests since the car was in the blink of an eye another image; 40mpg+, of awards) about the G30. Paint wasn’t even dry,
launched in mid-February. And we’ll come back dependable, practical, happy children plugged into and you certainly couldn’t buy one yet. Mercedes’
to this because to my mind there’s an interesting iPads in the back, blending seamlessly into family E-Class (the latest take which simultaneously looks
discussion to be had, comparing the thoughts life. And then another image, with a Touring boot on like a downsized S-Class and an up scaled C-Class,
and approach of a professional hack (who drives it. All manner of gubbins, maybe the odd surf board perfectly mirroring Three to Five to Seven on the
different cars every day of the week and hence, if we’re really pushing it. The 5 Series covers all the BMW side, whatever happened to individuality?)
arguably considers the G30 only against the context bases, and the ground in between. It’s the doyen of had barely attained the top spot in this sector when
of its rivals) to those of somebody who drives the middle management, the attractive lease deal, the Munich whipped the covers off the G30 and the
predecessor every day and approaches a car with exotic retirement present to be proud of and the whole world did an about-turn from Mercedes to
one eye on the competition, but the other on the Gruntmeister in big diesel spec. It mops up the rich BMW in the blink of an eye. The scribes raved,
wheels he/she arrived in. This may explain why a vein of revenue between mid £30k and high 70s. some of them seasoned veterans and hence, oozing
car which bombs in all the road tests actually sells And the G30 is the latest in a long, illustrious line of credibility from every pore. So we listened.
fairly strongly, but we’re here to review cars, not get increasing sales successes. So it’s rather important And they were right. There’s no denying it, the
wrapped up in Freud. to BMW. G30 scoots down the road with aplomb and sparkle,

MAY 2017 35
demonstrably better for the reduced mass (around serve to distance the two cars. requirement). And a jolly good thing too, as touch
100kg lighter depending on model and spec, partly First, the G30’s dash is clearly split from the lower screen tech in cars is a fad I hope the industry soon
achieved through fitting doors which weigh just portion, where the transmission tunnel meets the drops. Quite why everybody agrees that texting
6kgs each) and clearly benefiting from engineering mouldings which house and support the heating and whilst driving is unsafe, yet leaning forward and
wrought by folks who know a thing or two. I’ve been ventilation (HVAC) controls and everything higher up. slopping fingers across one’s sat-nav is considered
lucky enough over the last few weeks to sample In addition, where these two pieces meet, the lower appropriate behaviour, I’m not quite sure. It’s contrary
two G30s. The first an xDrive 520d M Sport and the portion angles inwards slightly, creating a subtle to the need to concentrate on the art of driving, and
second, as per the pics, the same spec but without feeling of more space but in doing so, aligning the considering BMW’s mantra, one can only assume
AWD. And other than the steering, which I maintain car more with the interiors of the F30 and cheaper- that they’ve introduced this tech because everybody
is too light even in ‘Sport’, and the rim which spec BMWs. All in my opinion, remember. But as the else has and hence, need to avoid falling behind.
seems over-stuffed at least in my hands, the driving owner of an F10, relevant opinion, I would wager. Admirable, but flawed.
experience has markedly improved compared to the Second, the HVAC controls and other interaction I did at least quickly reconcile with the latest free-
F10. But then you stop at a set of lights, glance at points in the car are equipped with glossy black standing display (with fresh air behind it, not inset
the fascia and the love starts to unravel… plastic finishes, ideally engineered to attract and into the dash á la F10). Possibly this is because my
So let’s get down to detail, and some of this may retain endless finger prints. Suffer from OCD? Don’t previous F30 3 Series was engineered the same
appear in contrast to what editor Harper relayed last buy a G30. And at this point, one is doubtless way, but whatever; Whilst the reduced dashboard
month, the context here being the owner’s view. The expecting a tirade against the touch screen mass undoubtedly contributes to the reduction in
interior of the new Five Series, in my opinion, is not technology which now at least partly runs the iDrive. that ‘enveloping feel’ I mentioned earlier, I cannot
as cohesive, nor as welcoming as the old one. The The difference here though is that one doesn’t deny that it probably goes some way to the lower
F10’s cascading dash architecture fosters an air of only have to (at least for now) use the touch mass of the overall vehicle (and BMW claim that
envelopment and substantial engineering which is screen, and can revert to the familiar iDrive rotary the cast magnesium dashboard supports are up to
relaxing, comforting and re-assuring. Switch to the controller for full operation (or the steering wheel- 2kg lighter than the F10’s steel items). Ergo, it’s a
G30 (always an interesting exercise, hopping from mounted controls for audio and so on, plus there’s good thing and not something which irked after a
one car to another and back again) and three things Gesture Control if impressing the kids is the primary little familiarisation. One element I did immediately

36 BMWcar
F10 vs G30

identify with and wholeheartedly appreciate is the

improved HUD, 70 percent larger than in the F10.
I wouldn’t want or need it any bigger than this, but
it’s one aspect of the F10/G30 comparison which I
did notice when driving home in my car at the end
of the day.
And the third reason? Certain elements of the
interior simply don’t appear as well assembled as
they should do. On the test cars (which weren’t pre-
production) elements such as the PDC button (long,
thin plastic) do not receive an activating finger with
confidence, moving around a little in their recesses.
Another gripe is that the smooth, cool, aluminium-
like plastic gearshift paddles have now been
replaced by thin slivers of metal which have brittle
and rough black plastic backs to them. Consequently,
they are nowhere near as nice to use. Nit-picking
you may think, but coming from an F10 into the
G30, these things add up.
Enough change analysis then, let’s get on with the
drive. The weather on the chosen day was utterly
awful. We’d been lucky on previous ‘shoots but
today somebody somewhere was getting payback.
Not that this did much to dampen snapper Gus’

G30 520d M Sport

EnginE: Four-cylinder diesel, 16-valve
CAPACiTY: 1995cc
MAx PowEr: 190hp @ 4000rpm
MAx TorquE: 295lb ft @ 1750-2500rpm
0-62MPh: 7.5 seconds
ToP sPEEd: 146mph
EConoMY: 65.6mpg
EMissions: 114g/km
PriCE: £39,025 (2017)

MAY 2017 37
spirits whom seems to attack these days with a
“Right fellas, let’s crack on!” mentality which is
most uplifting. And the weather didn’t really bother
the G30 either, conducting itself with verve and
confidence, despite the streaming conditions.
First stand out feature dynamically? The quality of
the damping (optionally adaptive on this example
for £985). I’d prefer more of a step when selecting
‘Sport’ personally, as with the steering weight, but
as your typical Five Series buyer is a conservative
sort (I’m the exception…) one understands the
subtle shift in character between comfort and the
more focussed mode. Harper’s view is rather more
pronounced in this area, citing significant changes in
character between the two modes; Owner’s context
again. Engaging Sport maintains the compliancy,
yet further ties down the body without introducing
F10 520d SE fidget into the ride and you could surreptitiously
run this car all year in ‘Sport’ mode without eliciting
EnginE: Four-cylinder diesel, 16-valve moans from your passengers. I’d also wager that the
CAPACiTY: 1995cc reduction in unsprung weight (wheels, tyres, brakes)
MAx PowEr: 190hp @ 4000rpm of around 9kg compared to the F10 contributes
MAx TorquE: 295lb ft @ 1750-2500rpm
0-62MPh: 7.7 seconds
ToP sPEEd: 144mph
EConoMY: 65.7mpg
EMissions: 109g/km
PriCE: £32,615

38 BMWcar
F10 vs G30

to the feel here, and across the car it’s a case of near-side slices through a puddle and the front of G30 (225 versus 275, and could we all just take a
marginal gains which collectively, add up to a leaner the car is suddenly immersed in a Perfect Storm. moment to consider the amusement of 275 section
feel. There’s no carbon-core here, BMW sticking with Wipers switching to frantic mode (the pessimistic tyres on a 2.0-litre diesel!?), the F10 as I’ve said
aluminium, high-tensile steel and magnesium, but software getting it right for once), the water soon elsewhere in these pages is a good steer. But the
you don’t miss the exotic weaved stuff, the whole car clears and I turn around to go again, more throttle G30 is more incisive, better controlled and
imbued with solidity and rigidity despite its absence. this time which takes us to the limit of grip and a more flowing.
Once the car-to-car shots are done (Gus installed tiny slip from the rear, but no understeer of note, So what of the xDrive version I drove previously?
in the boot of either car, snapping away at the other even on this surface. Try again with a heavier hoof, More of the same really, except for the subtle
one, I wonder if he gets hazard pay?) attention lift then more throttle, a little more slip but no actual tugging at the front end through a favourite dipping-
switches to the cornering photography, and running correction required as the chassis sorts itself out in then-climbing right-hander not far from my house.
between turn-around points along these narrow a nanosecond, a heartbeat chirrup of DSC tell-tale Throttle on in third through here results in no actual
lanes gives me the chance to extend the G30. in the instrument binnacle the only clue. Impressive attitude from either end of the chassis, and one
It’s sprightly enough as I’ve already said, if not stuff. And two-wheel drive remember. I don’t elect draws the conclusion that the ECUs are quelling
quite as peppy as the xDrive I drove a week or two to disable the electronics completely as we’re not such antics long before they build by straight lining
earlier. Blame the engine not being as loosened-up intending to drift our way around North Oxfordshire the corner as much as possible and throwing torque
perhaps. The B47 seems quieter in this installation today but it’s already pretty clear that this chassis to the front. It’s not felt through the steering, which
though, and I later spy some (insulating?) fabric has innate balance and a faithful response. Standard is what I mean when I refer to ‘faithful’ steering
affixed to the front of the engine which wasn’t rear-drive BMW in other words, and all the better systems – it remains uncorrupted by the drive
there on that earlier xDrive I drove, never mind the for it. efforts. But the torque transfer is clear and the
F10. So here comes the corner, Gus installed on Not that the F10 is a blancmange of course, and nose of the G30 sniffs away from the offside and
the outside of the bend, apparently impervious to even though OU16 is an SE spec running kerb- towards the road’s centre line. This is either slightly
the driving rain, and as I nip through the apex the height profiles and of a far narrower section that the anaesthetizing or sure-footed behaviour, depending

MAY 2017 39
upon how you like your handling, and it’s true a conversation in a greenhouse towed by a 747. The dynamics, as is clear now, are as polished as
that a tad more playfulness would be welcome Flush-fitting glass, laser-precision panel gaps, chassis anybody could reasonably request. Lord only knows
(without resorting to animalism and forcing the thing insulation and so on all make a huge difference. what the next one will be capable of. It’s great to
sideways). The bottom line is that you can cover the So whilst I’m perched in the fabulous sports seats behold externally and the sharp suit cuts a suitably
(sodden) ground in this thing at quite a lick, giving it (now with extra-squishy headrests, very nice) I delve understated yet noticeable dash on the street. In
the full beans from the apex and feeling the whole into the iDrive and note the new icon-based menu 520d spec it’s as peppy yet frugal as anybody could
car drift through on a neutral stance, trusting the structure, and the crisp response. All very 7 Series, in expect and will continue to serve BMW’s accountants
passive safety design to not tip the whole lot into the traditional manner. But it’s getting warm in here as equally well as it does the switched-on drivers
the scenery. If I were to buy one at some point, I’d now, plus it’s misting up, so start the engine and go amongst the buying population. But you spend
go for an xDrive. It blends the confidence of an Audi for the cold air rotary control for the dash face-level most of your time sitting inside a car, not pondering
Quattro chassis with the slightly naughty side most of vents. Which isn’t there. Long story short, split-level it from a living room or office window. And for
Ingolstadt’s output lacks. cold to the face and warm to the feet distribution this scribe, it is the interior of the new G30, set
Back to our direct comparison, and after a I’ve control is now part of the iDrive and not set within against the predecessor whose interior immediately
hooned through a few times for Gus’ Nikon, it’s Bob’s the air vents as before. Why, for heaven’s sake? The appealed, which hasn’t quite evolved convincingly
turn to send my F10 through the frame, which gives F10 has the familiar (and damned effective) single on this occasion.
me more time to sit and ponder the G30 whilst the rotary control for this function, but the G30 requires I finally bought an iPhone after the first or second
rain lashes down outside. There’s no arguing with the an iDrive interaction, a retrieval of the option and generation and have happily used them since,
strides made in refinement, which are tangible over then, confirmation. Three activities where previously resisting the incessant demands of Android users to
the F10. And it’s laughable to consider the G30 in one sufficed. And it’s the final nail in the coffin in try that platform instead. I cannot imagine BMW will
context with something like an E28 (which I used to terms of the interior experience for me, however carry out wholesale changes to the interior come
be given as courtesy cars from specialists years ago). pedantic that sounds. the inevitable face-lift stage so who knows, maybe
They were doubtless impressive in their day but For the art of driving, four up with a boot this will be the rare occasion where familiarity does
compared to the G30, it would be like trying to hold loaded with luggage, the G30 is a gifted device. not soften my view. Time, as ever, will tell the tale l

40 BMWcar
it Up

42 BMWcar

We tackle the famous Spa Frorchamps circuit in a brace of RSRSpa’s E92 M3s and come
away impressed with the cars and RSR’s offerings Words and Photography: Steve Hall

lanchimont, Les Combes, Pouhon and, making it realistically accessible for UK dwellers to longest track on the Formula 1 calendar, – a 4.352
of course, Eau Rouge. The most iconic take advantage of the many track events which run mile lap – making it twice as long most UK track day
corner of arguably the most iconic throughout the year. venues. With so much to learn from car and circuit,
Formula 1 race track of them all. With It’s difficult to think of a more testing venue six laps is plenty.
its combination of speed, elevation to experience RSRSpa’s Standard vs Modified The day starts in relaxed fashion as we gather
change and length, a lap of Spa Francorchamps is programme, and we have a pair of E92 BMW M3s around steaming hot tea and coffee dispensers
an incredible test of driver and machine. Winding at our disposal for this test. Conceived by RSR boss and wash down the abundant snacks on offer.
its way through the tree-lined countryside of the Ron Simons as the ultimate way to demonstrate the Briefing done (a nice sensible, grown up affair),
Francorchamps district of the town Spa (hence the difference wrought by track focused upgrades, the we head out first in the standard car, a 2010 E92
name), it’s picturesque in a manner alien to the new programme gives you six laps of Spa in each car with M3 DCT. The dual clutch transmission is absolutely
breed of modern purpose built circuits. It’s also a an instructor to guide you round the circuit. And if six the correct gearbox for this role, removing any
palatable three-and-a-half-hour cruise from Calais, laps doesn’t sound much, consider that Spa is the possibility of missed shifts, allowing the driver to

MAY 2017 43
focus on perfecting lines and getting a feel for the the lack of torque compared to the M4’s turbo motor instructors seemingly just as keen as I am to get the
car. Technically, we’re not quite in a standard car as would make itself known on the road, here we can most out of my laps.
the OEM brake pads have been upgraded to Dixcel keep the V8 spinning in its optimum range beyond The M3 feels good round Spa, proving fast down
R23C (front) and Dixcel Specom Alpha (rear), as 6000rpm; I dread to think how much fuel we burn, the straights, displaying a lovely benign balance
much to improve durability as performance – an given the S65’s thirst on the road, but that’s not my (even when I overcook the entry to Les Combes),
understandable concession for a 420hp coupé problem today! and proving an immersive and enjoyable ally to
weighing over 1800kgs with passengers and fuel. As you’d expect we’re running with all stability get to grips with Spa. Being a road car, it naturally
The OEM alloys have also been replaced, but in this systems on, and whilst you can feel a few tenths errs towards a little understeer and you can feel
case it’s simply to preserve the valuable originals, the slipping away exiting some of the slower corners the weight and softness in the chassis particularly
replacement wheels carrying the same weight and (where a little slip angle would be faster), the through the many left-right transitions where you
dimensions but without the hefty price tag. systems do a sterling job of keeping things neat and have to be really smooth with your inputs to allow
It’s been a while since I last drove an E92 M3, but tidy in the faster stuff. Given the ‘arrive and drive’ the car to settle. It’s a great introduction though, and
after a lap to bring everything up to temperature, nature of this programme, it’s a sensible measure you can see why an E92 makes a terrific daily, with
I’m reminded just what a sensational engine that doesn’t detract from the fun. With plenty of the ability to play occasional track day tool straight
the screaming S65 V8 is. Here on track with a encouragement from the instructor, you find yourself out of the box.
seven-speed DCT ‘box to keep it percolating at driving as neatly and precisely as possible, trying to But I don’t need to turn a wheel in the modified
the optimum rev range, the scalpel sharp throttle extract as much speed as you can without triggering car to know that relatively simple changes can make
response, scintillating rush over the last 1500rpm the systems. In fact I cannot recall being encouraged a huge difference to the driving experience, because
and pure V8 sound are an absolute joy. And whilst to push harder on a track event for a long time, the the simple act of ditching the heavy standard electric

44 BMWcar

seats in favour of a pair of Recaro Pole Position

ABEs instantly connects me so much better with the
controls. I’m seated several inches lower, and being
clamped in place with the aid of a Schroth four-point
harness means I can allow the seat to hold me
in place rather than using the steering wheel and
wedging knee against door to combat G forces as in
the standard car. The sense of connection instantly
allows you to feel more of what the chassis is doing,
placing you more in control. The modified car also
ditches the rear seats, allowing fitment of a Wiechers
half cage to stiffen up the shell and provide added
safety should the worst happen.
The S65 gains an insignificant 3hp and 3lb ft, but
a very significant upturn in acoustic quality thanks
to the Akrapovic Slip-On Line Titanium exhaust. The
14kg saving will certainly count more round here
than the power, but it sounds fantastic – rich, exotic
and boisterous enough without being anti-social or

MAY 2017 45
RSR Events
Upcoming RSR Premium Trackdays
• Spa-Francorchamps Tue 25. April 2017 €795
• Spa-Francorchamps Wed 17. May 2017 €795
• Spa-Francorchamps Wed 7. June 2017 €795
• Spa-Francorchamps Tue 20. June 2017 (107dB) €895
• Nürburgring Nordschleife Fri 4. August 2017 €895
• Spa-Francorchamps Wed 6. September 2017 €795
• Spa-Francorchamps Thu 28. September 2017 €795
• Spa-Francorchamps Fri 13. October 2017 €795
• Spa-Francorchamps Sat 4. November 2017 €695

BMW Trackday Car Rental options

• BMW M135i from €899 / 200km
• BMW M235i from €1099 / 200km
• BMW M235i “RSR Edition” from €1399 / 200km
• BMW M3 E92 from €1349 / 200km
• BMW M3 E92 “RSR Edition” from €1699 / 200km
• BMW 130i E81 Race Car from €1599 / 200km
• BMW M2 from €1899 / 200km
• BMW M4 Competition Package from €1899 / 200km

Experience The Nürburgring

• Taxi Laps – BMW M3 F80 €259 (One person)
€359 (Three People)
• Self Drive – BMW M135i from €449 / 4 laps basic
• Self Drive – BMW M235i from €549 / 4 laps basic
• Self Drive – BMW M235i from €649 / 4 laps basic
“RSR Edition”
• Self Drive – BMW M3 E92 from €649 / 4 laps basic
• Self Drive – BMW M3 E92 from €799 / 4 laps basic
“RSR Edition”
breaking track noise limits. Dynamically the most seconds, but the real story is just how much more
• Self Drive – BMW M2 from €899 / 4 laps basic
significant changes are the KW Coilover Clubsport enjoyable the modified car is to drive. Where some
• Self Drive – BMW M4 from €899 / 4 laps basic
two-way adjustable suspension kit, BBS CH-R 19- of the transient corner combinations required a
Competition Package
inch wheels and Michelin Pilot Cup Sport 2 tyres delicate approach in the standard car, I can really
which work in unison to give the chassis a level of attack the direction changes here, knowing the car
Standard Vs. Modified Programmes
precision and response well beyond the standard will keep up. Braking into slower corners feels more
• Road Test Comparison – BMW M235i €359
car. RSR hasn’t gone all out in terms of choosing the precise, the car stable on turn in with less lateral
• Track Test Comparison €1495
most aggressive setup so it’s still usable on the road yaw and a faithful response from the front tyres,
Spa-Francorchamps – BMW M235i
(a road element of the experience is an option), whilst through high speed stuff – particularly the
• Road Test Comparison – BMW M3 E92 €399
whilst retaining the benign characteristics of the fast Blanchimont left hander – that stability inspires
• Track Test Comparison €1695
standard car, but on track the improvement is stark. confidence to push harder. With an emptying track
Spa-Francorchamps – BMW M3 E92
We don’t have precise figures but with the I’m really finding a rhythm, revelling in the modified
combination of seats, wheels and exhaust it’s safe to car’s ability to be driven hard without compromise.
Available Circuits
assume around 100kg of weight loss – not to This time, six laps seems nothing like enough. By
• Circuit de Spa-Francorchamps
be sniffed at, and of course the wheels lose weight now I’ve virtually forgotten about the standard car I
• Nürburgring Nordschleife
in a critical area. Combine that with the new was quite smitten with just 40 minutes prior…
• Nürburgring GP Track
suspension and the modified car is on a different Which is probably exactly what RSR boss Ron
• Dijon Prenois (Upon Enquiry)
level. Depending on driver, Spa lap times see Simons had in mind when he conceived the
• Zandvoort (Upon Enquiry)
an improvement in the region of seven to eight programme. Looking at parts in isolation tells you
• Zolder (Upon Enquiry)
• Bilster Berg (Upon Enquiry)

46 BMWcar

very little, but being able to sample them back-

to-back against a standard car offers a perfect
demonstration of what is possible. The €1995
fee gets you access to one of the most enjoyable
driving experiences you can have on a track which
truly deserves its legendary status. The package
includes not just the laps in the car but instruction,
helmet hire, and a USB video of your laps from the
on board Race Navigator system so you can play
data engineer and compare your lap times and
apex speeds. We wholeheartedly recommend the
standard vs modified experience, and can’t wait to
try the exciting new M4 programme coming for the
2017 season l

Tel: +32 8727 5116

MAY 2017 47

If you’re looking to get your
Thursday 27 April

track day fix in 2017 we’ve

got just the ticket… Open pit lane
£119 per space
£30 per additional driver
e’ve teamed up with

£10 per additional passenger
sister title BMW Car £10 crash helmet hire
and track events
company MSV to bring Free entry for spectators
you a BMW-only track
evening at Brands Hatch Indy circuit on Noise limits:
the evening of Thursday 27 April. Just
102dB(A) – Static
92dB(A) – Drive-by
what you need to give your car a proper
workout. MSV’s open pit lane format
means you can enjoy as much track time 15:30 Arrival and signing on
as you want, so you’re certain of a great 16:30 Driver briefing
evening. Spaces are limited so book now 17:30 Sighting laps
to avoid disappointment! ● 20:00 Track time ends




54 E36 M3 Buying Guide

How to bag a BMW Motorsport icon without breaking the bank.

64 Sauber Group 5 M1
Built from scratch to be a Group 5 racer this is the only one left.

72 BMW 328
A great 328 plus the story of an equally lovely 328-engined boat. 80 Neue Klasse 2.0-litre
Bringing a classic back to life and using it as a London runabout.

MAY 2017 49

Under the One of the first major UK sales of the

year at the Practical Classics Classic Car
and Restoration Show saw Classic Car
Auctions generating over £2.4 million in
sales, including quite a selection of BMWs

E24 M635CSi
Yes, you did read that right… an M6 has just sold for over £100,000! A ‘world’s
gone mad’ crazy amount of money to spend, or a canny investment? Only time
will tell, but there were several people after this particular M635CSi and bidding
was hard and fast from the get-go and didn’t relent until the gavel fell at over
£91,000, and once you’ve added the 12 percent buyer’s premium that gives you
the magic ‘ton plus’ figure.
So is the M6 likely to become the next E30 M3? Probably not, but now that
one car has sold for such a high figure there will no doubt be many optimistic
dealers adding £10k to cars in stock, but it’s worth remembering that the CCA
car was virtually a one off, having covered just 15k miles from new and being in
virtually showroom condition. It’s also worth remembering quite how rare these
cars are – in total just 524 RHD M6s were manufactured and with 102 of those
being the later Highline cars that means just 422 chrome bumper models were
made which makes those E30 M3s seem pretty common by way of comparison.
And after 30 years how many of those are left? According to
there are 241 M635CSis (both chrome bumper and Highline) left in the UK with
less than 100 currently taxed.
We don’t know if this was a world record for an M635CSi, but we suspect it
is, but what does seem like a crying shame is that this car has spent virtually its
entire life in a collection, and that it’s likely to return to a different collection now
as we can’t see someone paying this amount of money for it only to wipe off part
of its value by using it on a regular basis.


50 BMWcar
‘Normal’ Sixes IN
attract strong money

It’s hard to know whether the bidding £8250
frenzy generated by the sale of the
£100k M635CSi helped to raise the
prices that were made on the other
E24s on offer at CCA but three non-M
models also sold very well at the
Practical Classics show.
First up (and sold before the M6
went under the hammer) was an early
E12-based model – a 1980 car with the
rare manual gearbox – that had covered
just 89,000 miles which sold for £8250
including buyer’s premium. It was by no
means immaculate but presented very
well and looked to have been in good
usable condition and in today’s market it
seemed to be about right.
The second E24 was a 1989
Motorsport Highline example and
had just been subject to a £10,000
recomissioning over the last six months SOLD FOR
and had had a full respray in its original £31,900
colour of Macau blue. With its Lotus
white interior it sure looked the part and
despite its high(ish) mileage of 125k it
sold for a very healthy £19,250, more
than double the lower value put on it
as a pre-sale estimate. While it wasn’t
perfect it represented a very good car
that could be used immediately without
fear of it losing a significant part of its
value by adding miles to the odometer.
The last of the big money Sixes at
CCA was a 1985 Alpine white example
that had covered just 47k miles at the
hands of just three owners. Equipped
with the desirable sport seats (rather
than the flatter ‘armchairs’) finished
in black leather it presented superbly
and attracted plenty of attention on the
showroom floor. CCA described it as
“One of the best we have ever seen”
and it sold for a very strong £31,900.

MAY 2017 51
E36 M3 IN
Evo Saloons


We’ve tipped the E36 M3 for future classic status with this month’s Buying Guide and while it’s unlikely
to reach the dizzying heights of the E30 M3 (or E24 M635CSi for that matter!) it’s one of those cars
that should steadily increase in value over the coming years. The number of decent examples will
dwindle and as nostalgia rises there will always be a buyer to be found for a decent E36 M3. To our
mind it’s the Coupé and Saloon that will end up being the most valuable and there are many people
who reckon the rarer Saloon will be the one to watch, especially in 3.0-litre guise as they are pretty rare.
CCA had a brace of the later Evo Saloons in the Practical Classics sale, both dating from 1996, one
in Estoril blue, the other in Artic silver. The Estoril car had a full BMW and specialist history and this had
included a rebuilt Vanos several years ago. With 105k miles on the clock it sold for a pretty reasonable
£7920 which looked like good value in today’s market.
The second car looked to be an absolute peach and with just 65k miles on the clock and having
been owned by a husband and wife from new we reckoned this one would sell for stronger money
than it did. In the end it sold for £12,650 which with the low mileage, provenance and excellent
condition looked to be a little under market value as far as we’re concerned… someone got a bargain!

BMW Highlights at CCA’s

Practical Classics Sale
E39 M5, 2002, 80,194 miles sold for £14,080
E30 325i, 1986, 24,000 miles sold for £7920
E3 2500, 1976, 100,142 miles sold for £3080
2000CS, 1967, 44,660 miles sold for £8580
E30 325i Convertible, 1990, 109,842 miles sold for £8580
2000CSA, 1969, 63,768 miles sold for £11,000
Isetta 300, 1960, 0 miles since restoration sold for £17,050
E46 M3 SMG, 2002, 50,350 miles sold for £13,420
Z3 M Coupé, 2000, 36,000 miles sold for £31,350
E31 850i, 1991, 29,590 miles sold for £18,700
E21 316, 1982, 31,000 miles sold for £6050
E31 850Ci, 1993, 133,000 miles sold for £14,850
E9 3.0 CS, 1974, 41,391 miles sold for £15,400
2000 Saloon, 1972, 70,833 miles sold for £4345

52 BMWcar
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Buying guide

E36 M3
It might never gain the cult status of the E30 but
the E36 M3 is still a wonderful machine to drive
and with prices on the up now’s the time to buy
Words: Bob Harper and Andy Everett
Photography: 4 Star Classics and BMW

s much as one might try to write ago was the perfect time to buy when they were at aggressive bodystyling definitely looked the part
something about the E36 generation rock bottom, but with the E30 now commanding and made it clear that it was no run-of-the-mill E30.
of M3 without mentioning its illustrious over £20k for a basket case that figure will bag you The E36 M3 however, looked positively invisible by
forefather it’s more or less impossible one of the very best E36s and half that amount will comparison, something that it would come under
– the spectre of the E30 hangs there see you in a very usable example. And with prices on fire for from both press and public. The car sported
like a ghostly elephant in the room. As great as the the up you should be able to buy an E36 M3, use it a more aggressive front bumper with a large valence
E30 was it’s replacement was never going to be as a weekend car, and then sell it on in a few years and body coloured mesh, sculpted sideskirts, a
the same – one was essentially a track car, the E36 time without losing any money on it. And it’ll be a new rear bumper with diffuser and the now rather
a road car – and while the initial reaction to the hell of a lot of fun to drive too. Take your time finding overfamiliar aerodynamic mirrors. The final touch
larger and heavier E36 M3 might have been a little one, and try to find one that’s as standard as possible was the addition of wider rubbing strips incorporating
lukewarm we think most agree it was treated overly as the classic world doesn’t look too favourably at the M logo. At the time of its launch, with the E30
harshly when it was new. Had BMW never made the modified examples. Check over thoroughly and then M3 still fresh in people’s minds, the E36 may have
E30 M3 we’re pretty sure the E36 would have been enjoy what is still one of the greatest M engines to looked tame, but from a modern perspective it looks
looked upon very favourably indeed. sit behind. a lot better than numerous articles from the time
It was a discreet performer – it didn’t need a First revealed to the world at the Paris Motor would have you believe. The M alterations are minor,
shouty bodykit – it let its vital stats do the talking and Show in 1992, the E36 M3 was quite far removed but they’re just enough to make the M3 look special,
when it was born it really was a very, very quick car. visually from the E30 M3 in terms of how it looked although it doesn’t take much to make a regular E36
And is still pretty handy today. And if you fancy one alongside its non-M counterparts. The E30, with its look almost identical thanks to the wealth of body
now is the time to buy. Actually, three or four years pumped-up arches, chunky rear spoiler and more kits available.

54 BMWcar
Buying guide

The interior was also reworked, adding an M At its launch in 1992, the M3 was only available In 1994 the Coupé was joined by the Convertible
instrument cluster, complete with red needles, M as a Coupé with the S50 3.0-litre engine and a ZF and then the Saloon which arrived within a month
logo and oil temperature gauge in place of the five-speed manual gearbox transmitting the power to of each other. Under the skin, the new additions
normal car’s economy meter. M3 inscribed kick the road via a 25 per cent locking LSD. The S50 B30 were identical to the Coupé, but visually they differed
plates, black headlining and an M logo’d gear knob straight-six is based loosely on the 24-valve M50 but slightly both inside and out. The Convertible looks
were also fitted along with Check Control. As far as underwent a number of changes, including increased almost identical on the outside bar the lack of a black
steering wheels go, there were a number of different bore, stroke and compression, individual throttle plastic lower lip extension on the front airdam. The
designs. Some very early examples were fitted with bodies, heavy-duty valve springs, single Vanos, a dual- major difference between the Coupé and Convertible
the non-airbag M Tech II wheel but most came fitted mass flywheel and freer flowing intake and exhaust as far as the interior goes are the seats – where the
with either a non-M three-spoke airbag wheel or the systems. The result was 286bhp and 236lb ft of Coupé gets the M Design sports seats, the soft-top
rather large and unattractive four-spoke version, like torque, which made for rapid performance. As with gets regular sport seats finished in Nappa leather.
our M3. Post-1993 cars were fitted with a redesigned the engine, the E36 M3’s suspension is based on the The Saloon was aimed at the more conservative
M wheel, with a thicker rim, raised thumb grips along regular car’s but with a number of modifications. The buyer and this is reflected in the more restrained
with a different horn pad and M stitching. The interior ride height was 31mm lower, the track was increased exterior. The front airdam contains three body-
was finished off with M Design sports seats in the front and rear, firmer shocks and springs were fitted coloured slats rather than the body-coloured mesh
Coupé, complete with integrated head rests and as were reinforced spring mounting plates along of the Coupé and Convertible, and like the latter
shoulder supports, trimmed in either M cloth with with thicker anti-roll bars and revised geometry. The it’s missing the black plastic lip. Also, the side skirts
Amaretta suede bolsters or optional Nappa leather M3 also had a special M-tuned steering rack with a are less dramatically styled than those of the other
with M tri-colour stripes. variable ratio and vented brake discs all round. two. As with the Convertible, the interior features

MAY 2017 55
Buying guide
The M3 in the US used a variation of the M50 iron much harm, it certainly will – what these rev happy single Vanos unit is more reliable, but it’s also older
block 2.5 and as such are relatively unstressed heroes don’t realise is that bearing loads increase but both units use the same duplex timing chain
and hard to break – 3.0 cars use the 325i inlet as a square of the RPM – at 4000rpm, the bearing as the E30 M3 and E34 M5 and the chances of
manifold and 3.2s use the 328i manifold for loads are four times what they are at 2000rpm. At that breaking are remote at any mileage. Oil leaks
extra toque – whilst you won’t see one in the UK, 8000rpm… you work it out, but that extra 500rpm are rare on these, so inspect the underside for any
these engines were very worthy as they combine is what finally puts a con rod through the side of Exxon Valdez style oil slicks.
excellent torque characteristics with good power the block. A lot of the regular repair parts for the M3 are
(240hp is not to be sniffed at), making a car that Much is said about ‘Evos not doing 321hp’. still pretty expensive from BMW – for example a
feels like a 328i with knobs on. Well, yes they do but they need to be absolutely new radiator is £400, a water pump about the
However, the ‘proper’ M3 uses the Motorsport right. Compressions, perfect valve clearances, same (£322 plus VAT) and rear exhaust box the
engine, 3.0 or 3.2, iron block 24 valve with throttle throttle bodies set right, Vanos operation, spark best part of £650.
bodies and either 286hp (3.0-litre, single Vanos) plugs and high octane fuel – it doesn’t take a lot
or 321hp for the double Vanos 3.2 Evolution. to wipe 20hp from an Evo and most owners might
Whilst they share some design elements with the never notice. Regular 6000-mile oil changes with
M50, nothing interchanges and these were a very proper fully synthetic oil are important as is regular
high quality engine that was virtually hand built servicing to ensure everything is as it should be.
and rewards careful use and maintenance with the The double Vanos set up on the Evo was never
potential for high mileage – with care, these will that great and many are rattly and growly – expect
do 200,000 miles. However, too many fell into the a certain amount of noise when cold but when
wrong hands – the sort of owners who raise the they’re in a state, you will need to get it rebuilt at
rev limit with a remap and bounce off it regularly. a cost of around £500 and a brand new one is
The rev limiter is there to prevent over revving due nearly £2500. You can buy bits such as the filters
to a missed gear change and whilst you may not and cover bolts and these days – a knackered
think raising the limit from 7500 to 8000 will do Vanos isn’t the disaster it used to be. The 3.0

regular sport seats but more luxurious trim, with Burl enhancements for the competition M3s in the were finished in British Racing green with Mexico
Walnut wood trim on the centre console, gear knob, FIA GT Series and the American IMSA GT Series. green Nappa leather trim and anthracite Amaretta
handbrake lever and door pulls along with chrome 350 cars were made in 1995 and they featured bolsters. Clear front indicators, aluminium doors,
interior door handles. numerous revisions. The engine had a 264º cam, a BMW Motorsport International emblems along with
There were five special versions of the 3.0 E36 BMW Motorsport dual pickup oil pan, duocentric oil forged M double-spoke alloys finished the exterior
M3 produced in total – the GT, GT Individual (also pumps and upgraded Vanos software which meant while a three-spoke airbag steering wheel and carbon
called the GT 2), Lightweight, GTR and M3-R. The 295bhp and 258lb ft of torque. There was a shorter fibre trim rounded off the interior changes.
GT was produced in LHD form for the European final drive, stiffer springs and shocks, a strut brace The M3 GT Individual was basically a less hardcore
market in order to homologate engine and bodywork and adjustable front and rear GT spoilers. All the cars RHD version of the GT, so while it lacked the engine

56 BMWcar
Almost all M3s are manual, with the rare option of the
first generation SMG semi-automatic ‘box. 3.0 cars use
the super tough ZF 310/320 five-speed units that are
shared with the E34 525i as well as later cars such as
the 328i, E39 528i and so on – it’s a common enough
unit that wears well and rarely requires replacement.
The Evo used a six-speed gearbox based on the E39
540i and 3.8 M5 unit – the Getrag 420G. This is a big
heavy unit with a special casing to allow it to bolt to
the back of the six-cylinder block and by and large it’s
an okay gearbox. The gearshift is heavier than the five-
speed but the ratios are ideal. However, worn syncros
on hard driven cars are common and it’s not easy to find
anyone to rebuild a troubled unit – we would suggest
GearChange in Somerset (01278 555670) as it has
rebuilt a few and seems to be able to source rare parts.
The SMG was the Evo only and the box is based on
the 420G six-speed. However, it has a computer driven
pump on the side of the gearbox to actuate the clutch
and gear change and it’s not unfair to say that really, it
wasn’t that great and nowhere near as good as either the
E46 M3 or later systems. It was quite troublesome too
so unless you really must have SMG we would stick to
the known reliability of the manuals. Actual SMG faults
include the pump itself as well as the control unit. A
conversion to manual is possible and it involves either
another gearbox from a manual or a fairly involved
modification to the existing unit that means adding
detents, springs and so on. Clutch and synchro wear
will make the SMG’s job harder and examples that still
function 100 percent are rare. Steering and suspension
The clutch itself isn’t too bad a job to replace on The E36 M3 suspension looks like regular E36 stuff, but it’s all different. The rear axle of the
the ramp and a Sachs clutch kit is £350 from a known Evolution cars is a bigger, heavier set up with next to no common parts and on all M3s, the front
supplier whilst the 3.0-litre clutch (LuK) is actually more anti-roll bar set up is different. On early E36 cars (316i to 325i) until 1992, the front anti-roll bar
expensive at £399. BMW prices are considerably more operated via a long link to the side of the front strut body before being changed to the short link
for the same thing. operating on the lower wishbones. The M3 however retained the long link set up, meaning your
Propshafts don’t give much trouble but expect to find choices for aftermarket dampers is limited. New Boge struts are available from BMW but they’re not
a tired front rubber Guibo donut and centre bearing, cheap – you’re looking at just under £500 a pair for fronts. Wishbones and top mounts as well as
neither of which are too pricey but we would buy a the steering rack are also unique with the 3.0 having offset wishbone bushes and the Evo having
genuine front coupling as there are too many dodgy eccentric top strut mounts. E36 power racks last a long time (most will still be on the original) but
aftermarket ones out there. The differentials are all the E46 ‘purple tag’ rack is now very cheap at £60 and is an ideal replacement.
limited-slip of course. The 3.0 used a Type 188 medium Like most E36s, the M3 might be ripe for some new bits – rear trailing arm outer bushes, rear
case unit similar to the 325i of the time, but the 3.2 Evo hub upper swivels and so on, but the boot floor cracks that afflict the E46 M3 are very rare.
used a Type 210 big boy that required a different rear
axle carrier and driveshafts. Neither pose any problem
and were engineered for serious abuse – as long as the
oil is changed on time with the correct oil (Castrol SAF
XJ) they just go on forever.

upgrades it came with all the other additional

equipment, with graphite Birds Eye Maple wood
trim in place of carbon fibre, a sunroof and chrome
interior door handles; only 50 were produced.
The M3 Lightweight – sometimes called the CSL
– was a special version of the US-spec M3. Due to
emissions regulations, the US M3 was somewhat
anaemic compared to the car the rest of the
world received, with only 240bhp, though shorter

MAY 2017 57
These are now old cars and rust gets to them all eventually. The E36 was less
rust prone than the E30 thanks to the smooth underside, but 18 to 23 British
winters will mean that few, if any M3s have escaped the tin worm. Front wings
can rot underneath the plastic sill covers and rust can form in the joint between
the wing and the front nosecone. Good rust free genuine wings are now rare
and the new ones from the dealers are good but can require some fettling for
a perfect fit. Rear arches rust, mainly due to owners not keeping them free of
mud but also because of stone chips on the inner flange, allowing rust to get a
grip and spread. Very often they can be ground back to good metal but these
days, welding in a new rear arch is the only permanent cure. Sills rot at the back
and many cars can be really ripe here as well as around the four circular jacking
pads – if these are missing, it’s too easy for moisture to get in and cause havoc.
Upon removing the side sill covers many E36s are very rusty and a good welder
will be charging £500 plus a side to repair any rot. Loose underseal is now a
real problem – you need to be brutal with a screwdriver and actively looking for
anything loose or bubbling before peeling off bad stuff and treating rust hidden
below. Boots and doors almost never rot, but bonnets can, both along the front
edge and also along the side edges where the sealer has lifted. Also check for
rust in the panel between the boot lid and rear bumper, the front nosecone,
around the windscreen and the front anti roll bar mounts. It’s well worth removing
the front arch liners and cleaning/Waxoyling the arch lips as well as the area at
the base of the wing and sill – there’s always a ton of wet mud in there.
M3 bumpers were once very nickable but that’s abated now. Good used
bumpers are getting scarce but the Chinese copies are pretty good. Saloon and
Coupé/Convertible bumpers are the same but all other panels differ. Be aware
that the E36 was face-lifted in September 1996 with fatter grille kidneys and
slimmer side repeaters.
Virtually all Convertibles will have a fully automatic power roof. These are
generally reliable but they’re old now and many will need attention. The frame
and motor are okay but if the rear window is cloudy or damaged, it’s a £300 plus
job to remove the hood cover and stitch a new one in – no, you can’t ‘just zip a
new one in’. Very often a new hood is more cost effective, especially if it needs
other repairs. Good used motors and control units are cheap enough.
E36 window regulators were never the most robust things on earth but they
are simple enough to replace and worn ones can be adjusted so that the window
fits squarely in the door – Saloons are worse for some reason. Used regulators
are hard to find now and avoid new pattern parts as they’re invariably rubbish
– BMW sell new genuine regulators for such a reasonable price (£115)
that it’s not worth messing about. Coupé/Convertible regulators
can be difficult to remove until you work out that the window
retaining bolts are accessed through holes in the
door revealed when the side
moulding strip is removed.

Wheels, tyres and brakes

M3s all came on 17-inch wheels of various types – M Contours on Saloons and ‘Sunflowers’ on Coupés
plus M Double spokes on Convertibles and some Coupés – they should be embossed with either ‘BMW
Motorsport’ or nothing at all – those embossed with just ‘Motorsport’ are copies. Rears are wider than the
fronts on many cars including the Evo 3.2 and these days, 17-inch tyres are fairly inexpensive – Toyo
Proxes CF2s are £100 a pair for 225/45x17 and you can add £50 for a pair of Continental Sport Contact
5s – there is no excuse for budget rubber at these prices. However, 245/50s are pricey at £300 a pair and
many cars are fitted with the 235/40s as fitted to M3 Saloons – £250 pair for the Continentals and £100
less for Kumhos.
Brakes were unique to the M3 and slightly different from
3.0 to 3.2 Evolution. 3.0-litre cars had iron fist calipers with
315 x 28 mm vented front discs and 312 x 20 mm vented
rears, and neither the discs or callipers are shared with
anything else. They’re predictably quite expensive – a new
calliper is £300 (or £147 for a Pagid reconditioned unit) and
discs are no longer available from BMW. The Evolution had
similar style callipers with new discs that were ‘floating’ – the
discs were joined to the disc hub with steel pins, allowing
the discs to expand and contract with heat. These cost £420
new from BMW and whilst you can buy solid one piece
replacements from Pagid for around £160 a pair, we’d stick
with the proper ones if you use the car to the full. 3.0 discs
are, as we said, NLA but BMW supply the floating Evo discs
as a direct replacement.
The M3 uses ABS of course, and this is a reliable system
– just the odd sensor and if you’re unlucky, the ABS control
unit. However, sensors are £25 each for Ate and a good used
ABS unit not expensive secondhand – forget buying it new!

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Buying guide

gearing ensured it was still brisk. The Lightweight when BMW Australia decided to race the M3 in This was essentially a race car for the road, with a
was designed specifically for track driving and a the GT-Production class and needed to build at stripped-out interior, lightweight panels, flared arches,
comprehensive weight loss programme saw the car least ten cars for homologation purposes. In the adjustable spoilers, a full roll-cage and 300bhp.
coming in at 102kg lighter than standard M3. The end 15 cars were built, all painted in Alpine white In 1995 the M3 3.2 was revealed, which went on
Lightweight featured most of the same modifications with a cloth and suede interior and a whole host of sale in ’96. The 3.2 was christened the Evolution in
as the GT, bar the performance upgrades, and added modifications. The engine was modified by BMW M the UK, as BMW GB wanted to distinguish it from
a top speed delimiter, reduced sound insulation, and Schnitzer Motorsport with different camshafts, its predecessor. Underneath the familiar bonnet sat
a standard M3 spoiler, chequered flag decals, revised intake and exhaust ports, a lightened flywheel the new S50 B32 3.2-litre straight six, an evolution
Hurricane cloth sports seats and no radio, aircon, tool and dual pickup oil pump which resulted in 324bhp of the 3.0-litre engine which had undergone a
kit, console valet and carbon-look dash and centre and 258lb ft. The car was also fitted with an 850Ci thorough reworking. Bore had been increased,
console trim. Customers could also opt for a GT rear driveshaft, an AP Racing clutch, Group N suspension, stroke lengthened and capacity enlarged while the
spoiler, lower chassis X-brace, upper strut brace, the AP Racing brakes, adjustable front and rear GT compression ratio was raised. BMW/Siemens MSS50
M oil pan dual pickup oil pump, height adjustable spoilers, M cross spoke alloys, no fog lights, air-con, engine management was fitted along with double
suspension, cross-drilled brakes and adjustable radio, central locking or check control and a non- Vanos, lightweight pistons, an improved dualmass
camber plates. 120 M3 Lightweight versions were functional rear seat. flywheel, graphite-coated con-rods, larger inlet valves,
built in total by BMW Individual, all of them finished Finally we come to the M3 GTR, the road-going a more efficient intake and exhaust system and a
in Alpine white. version of the car built for the ADAC German GT Cup second oil pump. The result was 321bhp and 258lb
The M3-R was built for the Australian market Touring Car series, only two of which were made. ft of torque, making this the first road-going BMW to

Take your time finding one, and try to find

one that’s as standard as possible as
the classic world doesn’t look too
favourably at modified examples

MAY 2017 59
The interior is pretty much stock E36 with the same early 3.0 cars without it, and pre-1995 cars have the days there are quite a few places that will retrim a
pros and cons. Saloons and Convertibles had Sport strange control panel with rotary controls as opposed worn one for around £125.
seats whilst Coupés were fitted with the winged to the later digital set up. Digital control panels can Door trims often require removal, the reinforcing
‘Vader’ front seats with a choice of either full leather, fail, but good used ones are still common and you’ll inner sections refitting with Araldite (little else works)
half leather or the imitation Suede ‘Alcantara’ that find one for 20-30 quid plus they’re a few minutes and the plastic popper clips replacing. Lastly, spinning
seems to have made a comeback. work to fit. steering locks is still a relatively common fault but
Don’t worry too much about worn leather bolsters Instrument clusters very rarely fail but good used BMW still sell a new lock barrel if you want to keep
because a decent trimmer can replace a worn bolster ones aren’t hard to find and they’re not coded so one key, or you can buy a good used complete
for under £100. Air con was common enough to be they plug straight in. Good steering wheels without steering lock for around £60 although they’re hard
virtually standard (it was an option) but you’ll find worn leather rims are getting harder to find, but these work to fit.

The E36 was probably the last BMW built without CanBus electrics so everything is simple and reliable.
Not much goes wrong and we’ve already mentioned most of it – hood motors, electric sunroof motors,
instruments – it was all built to last 20 years or more and they certainly do that because it’s all proper
stuff when ‘Made In Germany’ meant just that. Because the M3 was based on the standard car of which
millions were built, used spares are absolutely everywhere still. The basic M3 had no more equipment
than a 316i but many were specced with electric seats, electric rear blind, opening rear quarter windows
– all of which make the car more desirable now. Make sure everything works, especially the air con as
fixes can be expensive.

Servicing costs
The M3 is a car that needs diligent maintenance now – proactive and looking for problems before they
become a real drama. In this respect, a specialist is probably a better bet than a main dealer whose
mechanics are ‘on the clock’ and don’t have the luxury of being able to clean up a slightly rusty brake
pipe. BMW don’t offer fixed price service prices for the E36 M3, but we’ve quoted those for an early E46
version to give you some idea.


OIL SERVICE £230 £144
INSPECTION 1 £685 £252
INSPECTION 11 £898 £395
FRONT PADS £206 £155
REAR PADS £188 £139

Prices courtesy of BMW (UK) and a selection of three specialists – the car chosen is a 1995 M3 3.0. Thanks due to
Parkside Autos (01909 506555) for their help.

60 BMWcar
Buying guide
break the 100bhp/litre barrier.
The Evo was fitted with a Getrag six-speed manual
as standard with a shorter final drive ratio as featured
on the 3.0 GT and an LSD. The suspension on the
3.2 was also reworked, with revised suspension
geometry with increased front castor, firmer springs
and shocks, stronger wheel hubs, a front anti-roll
bar which was linked to the struts for less weight
and a quicker steering ratio was also employed. The
brake discs remained the same size as on the 3.0
but the Evo was fitted with floating front brakes. On
the outside, the 3.2 featured a black mesh insert
in the front airdam, along with aluminium doors on
the Coupé and Convertible, clear indicators and a
third rear brake light. As before, the rear spoiler was
an optional extra and when specified came with
the brake light mounted within the spoiler itself.
On the inside, the Coupé received restyled M cloth
upholstery, a gear knob with an M logo instead of
the tri-colour stripe, leather door inserts when leather
seats were specced and the M3 Evo also received
the various improvements that were brought in for
most E36 models in 1995 such as auto climate
E36 M3 Coupé control and a one-touch sunroof. In 1997, the first
SMG gearbox was available as an option, which
3.0-litre 3.2-litre evolution
used the same ratios as the manual, albeit without a
engine: S50B30 straight-six, DOHC, 24-valve S50B32 straight-six, DOHC, 24-valve
clutch pedal or conventional gearlever.
CAPACitY: 2990cc 3201cc
There were two special versions of the M3 Evo
MAx Power: 286hp @ 7000rpm 321hp @ 7400rpm
produced, the UK-only Special Edition and the
MAx torque: 236lb ft @ 3600rpm 258lb ft @ 3250rpm
Australian Anniversary Edition. The run of 50 Special
0-62MPh: 5.8 seconds 5.5 seconds
Edition cars was produced in late 1998 to celebrate
toP sPeed: 155mph (limited) 155mph (limited)
the end of M3 production. All the cars were painted
eConoMY: 30.0mpg 32.4mpg
Imola red and were fitted with a front splitter, GT
PriCe: £32,450 (1993) £36,550 (1996)
rear spoiler and forged M double-spoke alloys. The

MAY 2017 61
Values of the E36 M3 have been lifted by those
of the E30 version, and the days of decent
£5000 cars seem to have gone. Some might say
that the E46 M3 Coupé is a better investment
as these are going through the stage of being
the kind of car with dubious mods and four
non matching part worn tyres and values are
currently languishing. But the E36 as a car is still
in that phase as well with many being ruined
– death by drifting – and numbers decreasing.
M3 Convertible values will probably stagnate,
but Coupé values are already on the march
with certain versions already verging on classic
status – the Dakar yellow 3.0-litre versions for
example. M3 Saloons were always a rare sight
and many are tipping these to be the one to have
as an investment. They probably won’t be worth
absolute fortunes, but as a useable performance
car that pays its own way, a good example of the
E36 M3 is about as good as you can get.

Check over thoroughly and then enjoy what is

still one of the greatest M engines to sit behind

interior was treated to a two-tone Imola red leather Convertibles were available in seven different colours available only for the Saloon, 1997 saw the addition
retrim with suede side bolsters, along with an M including Estoril blue and Techno violet – there were of side airbags and an illuminated shift knob while in
steering wheel with red stitching which was also used four leather colours available with two different wood 1998 one new and two replacement exterior colours
on the handbrake lever. Special Editions were also trim finishes. were added, a new leather colour was brought
fitted with side airbags, electric sunroof, seats and Neither the 3.0 or the 3.2 M3s were that well in and an in-dash CD player was made available.
rear windows and a Harman/Kardon stereo. specced – the brochure lists all the interior and Options for the 3.2 were similar to those of the 3.0
The Anniversary Edition was produced in 1999 exterior M appointments, headrests, OBC, fogs and and included motorised rear quarter lights, wood trim
to celebrate 25 years of BMW M GmbH and was digital clock but items like auto air-con, remote and of course the SMG gearbox.
available as either a Coupé or Convertible, with central locking, cruise, heated seats, headlight By the end of the ‘90s the E36 had been
50 of the former and 70 of the latter produced. washers, leather (standard on the 3.0 Convertible discontinued to make way for the Noughties icon
Externally, they were identical to the regular car and Saloon) and PDC were all optional extras. In that was the E46 M3. You could argue that the E46
but had much higher spec as standard. M double- 1992, the 3.0 gained M tri-colour stitching for the was the better car, but there’s something rather
spoke alloys, remote central locking, auto climate, steering wheel, in 1993 a four-spoke M wheel was beguiling about the E36’s understated looks that
a 10- speaker stereo, OBC and cruise were among fitted along with a passenger side airbag and a we think will ensure it becomes a classic. The E46
the additional equipment. The only options were new leather trim colour while 1994 saw four new saw a return to blistered arches and the adoption of
SMG, the Harman/Kardon stereo, electric seats and replacement exterior colours brought in, two new the now de rigueur quad exhausts but if you prefer
a removable hardtop for the Convertible. The Coupé interior leather colours and revised temperature a slightly more discreet machine that’s virtually as
could only be had in one of five exterior colours controls. The 3.2 M3 received a restyled grille and capable as the E46 then have a good look at the
including Dakar yellow II and Cosmos black while side repeaters in 1996 along with a new colour E36 – it’s a cracking machine ●

62 BMWcar







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64 BMWcar
Sauber M1

of a
Back in the 1980s Sauber built two Group 5
twin-turbo M1s from scratch and this one
is the only surviving example
Words: Robb Pritchard Photography: Wolfgang Maringer

n the last issue of BMW Car we ran a feature on the glorious Group 5 Schnitzer
3.5 CSL for which our author, Robb Pritchard, spent a long time poring through
archives of 1970s sportscar racing… But as beautiful as the Batmobile was he
found out that it wasn’t actually the coolest ever Group 5 BMW. That accolade has
to go to the Sauber-built M1. Sadly though the whole M1 project wasn’t such a
happy story…
With the chassis and suspension designed by Dallara of F1 fame, the body by
Giorgetto Giugiaro, who went on to be awarded the accolade of Car Desiger of the
Century, and a planned build by Lamborghini, the M1 should have been a soaraway
success. But despite the reverence classic BMW fans hold the M1 in today, in
its time it was both a commercial and competition failure. Lamborghini was
struggling with bankruptcy so the build deadline for the 400 units needed for FIA
homologation was missed and the Procar series, as spectacular as it was to have
the day’s current F1 drivers hammer it out before a Grand Prix, was put together
only because the cars weren’t eligible to race anywhere else.
For 1981, two full years behind schedule, several teams did take the finally
homologated Group 4 cars and converted them to race in the Group 5 class but
Sauber, expanding on its sportscar racing collaboration with BMW, built the only two
Group 5 cars from scratch. Hear the name Sauber today and perennial F1 midfield
contenders, or the silver Group C Mercedes C9s of the 1989 Le Mans might
spring to mind, but its history goes all the way back to the late ‘60s and includes
both gorgeous, and perhaps not so gorgeous, race car creations. The M1 is most
definitely in the former category.
The Swiss team had run its own cars at Le Mans and the Interseries, which was
the European equivalent of the American Can/Am championship, but these high
power and downforce cars bore no resemblance to anything on the road. With
the M1 though Sauber saw an opportunity to run with a recognisable shell which
would have the added benefit of production cars sales attached to the project. It
was a good plan and two cars were made with lightweight, fully adjustable tube-
frame chassis and aerodynamics that could be set up for each circuit. One was run
by GS Racing with the high-profile driver pairing of Hans Stuck and Nelson Piquet
in the psychedelic red and white BASF livery while the white with blue and green
splotches Würth-sponsored car was run by Sauber itself, with Marc Surer and Dieter
Quester on driving duties.
The cars were a significant 150kg lighter than any of the other M1s converted
from the Procars and could lap the Nürburgring Nordschleife a full twenty seconds

May 2017 65
faster. For all intents and purposes they were in a class of their own. They were also
the last cars that Peter Sauber actually physically worked in before taking up a more
supervisory role.
The debut race, at the Silverstone 1000km, didn’t go to plan though and the GS
Racing BASF car, the only one entered, retired half way through with gear selection
issues, but at the following event all development pains were forgotten when Stuck
and Piquet took a magnificent win at the gruelling Nürburgring 1000km ahead of
some serious competition, not least the works run Porsche 910/80. The project
looked to have come good after all… Unfortunately the win would prove to be a
false dawn.
At Le Mans the BMWs were outclassed by the well-developed Porsches and the
Lancia Beta Montecarlos and recorded a double retirement; an accident for the GS
car and engine failure for its Sauber sister. There were some positives to take away
from the event though. Marc Surer in the Würth car was clocked at 330 km/h (205
mph) down the Mulsanne Straight which was the fastest Group 5 car and and 10th
fastest overall. Then things got a lot worse as at the next race at Kyalami in South
Africa Stuck had a huge, fiery accident. He was lucky to be able to walk away but
the car was left a smouldering write off. Only the two chassis were ever made so
the Würth car is now the only example of its kind to exist.
The rest of the year failed to bring any significant results and the project was
brought to an anti-climatic end when the rules were changed in favour of Group
C which the manufacturers were much keener on… So at the end of the season
the car was sold onto Enzo Calderari from Switzerland and was entered in the
first ever Group C race, the 1982 Monza 1000km, in the white with blue lettered
‘Kreepy Krauly’ livery. After two hours Calderari was running in an excellent fourth
overall until engine problems ended the race. Later that year Calderari was joined
by Umberto Grano and Helmut Kelleners for the Nürburgring 1000km where they
achieved a respectable third place overall and first in Group 5. In the Kyalami 9
hours in November Calderari, Grano and Belgian driver Eddy Joosen took the car
to seventh place overall, and again the first in Group 5, which was the last of its
significant results.
At the end of the season the car was sold on to Swiss driver Jürg Bächi who
entered it events in Scandinavia until the mid ‘80s, before Sauber bought it back
and kept it as part of his private collection. From then on the car was only seen very
rarely when Peter decided it would be nice to blow the dust off it but in 2013, after
25 years of owning it, he decided the time had come to let it go. However when
money is not your motivation for a sale you are afforded the luxury of being able
to choose who becomes the next owner, so instead of advertising it he looked for
whom he wanted it to go to.
Adrian Gattiker had been racing Porsches for many years but like many
competitive drivers who get to a certain age keeping up with the unceasing

66 BMWcar
Sauber M1

Boost is reduced from the 850hp it was in its racing days so that the engine
and transmission are not put under unnecessary amounts of stress

May 2017 67
Marc Surer in the Würth car was clocked at 330 km/h
(205 mph) down the Mulsanne Straight

68 BMWcar
Sauber M1

technology and its inherent cost starts to lose its appeal and so he started to
look for a classic car to enjoy. Something a bit special perhaps. A mutual friend of
Sauber and Adrian who found out about the M1 sale put them in touch and while
it would be normal for a potential buyer to discuss the price Adrian was interviewed
about his intentions for the car and his ability and willingness to give it a thorough
restoration… Fortunately he was found to be acceptable and a large but non-
disclosed amount of money was handed over on the understanding that the car
would be very well looked after.
Adrian duly took the car to Peter Wiederkehr, a former Chief Mechanic at the
Sauber Race Team who stripped it down to its constituent tubes and nut and bolts.
The car wasn’t in a bad condition as it had been well looked after in the collection
and hadn’t been driven in anger since 1987 so it wasn’t a restoration in the sense
of replacing rusty metal and worn out parts. But every single part was examined to
see if it could be refitted or needed to be replaced. It was a laborious process and
cost more than some other exotic classic cars would be to buy, but if ever there was
a one of a kind car worthy of a no costs consideration re-build then this is it.
None of the internals in the Hewland gearbox were specific to just this car so
new bearings and seals were old but stock items. Similarly for the M88/1 engine
parts like gaskets, roller bearings, pistons, valves and springs weren’t hard to source.
Something that is definitely unique to the Group 5 M1 though is the electrical
system, but Peter Sauber helped out by putting Adrian in touch with the same guy
who worked on it 35 years ago. When he came to the workshop and saw the car
again after so many years he was amazed to see his handiwork was still holding up.
After six months in the workshop the end result was a car that was as good, if not
better, that it was when it was first wheeled out of the Sauber workshop in 1981.
And so came the time for its first test drive to run everything in, which was at a track
day at the Red Bull Ring in Austria, where the photos were taken. It passed all of
the systems checks without an issue and so for a more serious test Adrian went
to Mugello in Italy with the intention of seeing more of what it was capable of. The
difference between the production cars modified to race that Adrian was used to
and this purpose built, no compromise racer was instantly apparent… as were the
complete lack of driver aids, which were still decades in the future when the M1
was made. The hardest thing to get used to was the downward gear shifts. The ‘box
is not synchronised so under braking Adrian has to touch the gas pedal to match
the engine revs before he can shift down. It’s something that drivers of the 70s and
80s were well used to but it took Adrian quite a few laps before he could do it with

May 2017 69
The car wasn’t confidence… as if you mess it up you will be looking at the corner from the wrong
window and end up in the gravel.
in a bad condition as Something that will probably take a lot longer to get used to is the sound of that
glorious twin-turbo straight-six right behind the bulkhead. Boost is reduced from
it had been well looked the 850hp it was in its racing days so that the engine and transmission are not put
under unnecessary amounts of stress, but it is still tuned enough for big bursts of
after in the collection and flames to spout out all the back on over-run. And it still has a very healthy 450hp
on tap. It’s also light, about 400kg less than anything Adrian has raced before, so it’s
hadn’t been driven easy to get slowed down and turned in (as long as you get the gear change right)
but that lightness also makes the car twitchy in some corners. Over the course of
in anger since 1987 the weekend the lap times came down considerably but Adrian hasn’t pushed the
car anywhere close to where he assumes its limit of adhesion is though, as it’s far
too precious a car to put it at risk just for the sake of it. And not having complete
trust in the other people sharing the circuit with him is the reason he is also not too
keen to race it in historic events.
But this summer Adrian hopes there will be a couple of guys behind the wheel
who know exactly how fast the car can go. He plans to invite both the ex-works
drivers, Dieter Quester and Marc Surer, to see the car again and it will also be at a
few track days and classic events in 2017. So if you are lucky enough to see it now
you know what a gorgeous and unique BMW it is l

70 BMWcar

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Beauty Boat and
The Italians have often powered boats with engines of their best racing cars but the
German examples are quite rare especially when it comes to the prestigious 328 Roadster
Words: Gérald Guétat Photography: Henri Thibault Archives: Rolf Guersch & BMW

72 BMWcar
328 and Berlin iii

MAY 2017 73
Today, the white 1937 Roadster
is a very fast car capable
of speeds up to 200km/h

328, Chassis number 85 053

EnginE: six-cylinder in-line
BorE/StrokE: 66/96mm
ComprESSion ratio: 7.6:1 (80hp version)
valvE SyStEm: two-valves per cylinder in V, overhead,
activated by transverse pushrods
CapaCity: 1971cc
powEr: 80hp @ 4700rpm
powEr: (Mille Miglia version): approx 130hp @ 5000rpm
CarBurEtorS: three Solex 30 JF inverted
gEarBox: manual, four-speed
StEEring: rack and pinion
front SuSpEnSion: independent with transverse leaf spring
rEar SuSpEnSion: rigid axle, semi-elliptical springs with
shock absorber
BrakES: drums all round
wEight: 830 kg
maximum SpEEd: 150 to 190 km/h (Mille Miglia version)
produCtion: 1936-1941: 464

74 BMWcar
328 and Berlin iii

hen the 328 Roadster was Rapp factory, a black circle with its original horse What the customer who takes some pleasure in
released in 1936, BMW was in the centre was replaced by the blue and white the sports driving nowadays wants is an automobile
still a quite young automobile colours of Bavaria. Five years of existence is a very combining the ease of maintenance and the life
manufacturer which had been short life for a car manufacturer, especially in the expectancy of a passenger car with a clearly superior
producing its own car models context of the economic crisis of the early 1930s. power and the possibility of participating successfully
only for five years. The Bavarian firm which began Thus budget was lacking and the engineers had to in competitions.” We could not better describe the
with the manufacture of aircraft engines by taking surpass themselves to find low-cost but efficient reasons why the new BMW so rapidly acquired
control of Rapp Motoren Werke in 1916, started solutions. In addition, BMW also had to quickly such an enviable and international reputation. A
making motorcycles in 1923, on which the famous obtain racing results to stand out in front of its breakthrough in terms of lightness and speed, the
BMW emblem appeared for the first time. The English and Italian competitors on European circuits. 328 was the result of teamwork between several
symbolism of this logo has been subject to several As commented by the German magazine Motor talented engineers and designers, based on the
interpretations, some observers viewing propeller und Sport issued upon the release of the new BMW continuation of former models. Among the men who
blades in a blue sky. Actually, aeronautics was there in early 1936; “We can consider the 328 as a full made BMW famous, Fritz Fiedler was one of the
but only by the resumption of the old logo of the sports car which opens a new way for the future. most prominent characters in charge of new model

MAY 2017 75
development, to be credited with the 303 in 1933, Kamm, a pioneer of aerodynamics, founded two
the 315 one year later, the 326 in 1936 and his major research institutes in Stuttgart and produced
crowning glory, the 328, also in 1936. One of his celebrated streamlined cars, especially the two based
best and closest engineers was Rudolf Schleicher, a on the 328, the K1 (1938) and the K4 (1940), the
former motorcycle racing driver and later designer of “Kamm-tail Mille Miglia” Coupé crafted by Carrozzeria
the famous BMW six-cylinder engine among many Touring in Milan.
other successful features which pushed the make With such people around its cradle, the 328 was
to the forefront as an innovative firm. In addition, a great car born from the best minds and hands.
he was in charge of the factory racing division at the With limited time and money, its engineers had to
end of the 1930s. concentrate on simple and effective solutions. Its
At the bodywork department were again two key tubular frame with box cross members chassis was
men, Peter Szymanowski and Wilhelm Meyerhuber. stiff, strong and light. The front-wheel suspension
The former as chief of the styling studio at BMW received lower transverse links and an upper
was an innovator and a pioneer, one of the first transverse spring while the rigid rear axle had semi-
to make an extensive use of wind tunnel testing. elliptical longitudinal leaf springs.
Under his leadership, were designed nothing less In a way, the 328’s bodywork derived from the
than the 319, the 326, the 328 and also the 327 Type 319/1 but a new headlight design and a
under the management of Wilhelm Meyerhuber, much longer bonnet, locked down by two leather
appointed director of the newly created BMW design straps, made the model definitely unmistakable.
department in 1937. Like Szymanowski, Meyerhuber Under the hood, with no money to design a DOHC
was a talented artist, as good in aesthetics as in engine, Fiedler made a new aluminium alloy head
technology. The legendary 328 Mille Miglia Roadster where the valve timing was activated by the original
prototype of 1940 was down to his pencil. Another side camshaft of the former 2.0-litre block but
man of much talent should be added to the list even with reverse lever and transverse pushrods. Some
if not part of the BMW permanent staff. Wunibald drivers and mechanics quickly noticed that its spark

The light wooden hull was to be

magnificently reconstructed
to receive again the famous
six-cylinder, a BMW-Veritas

76 BMWcar

Jürgen Baginski in competition in

Berlin III in the 1950s and with his
friend Kurt Gersh (sitting on the left)

plugs were located quite deep in the centre of such dominated the 2.0-litre category. Much fame came
a sophisticated head and the socket supplied by also from the results of the car in Italy, in the Mille
the factory to change them wasn’t long enough to Miglia of 1938 and 1940, as well as at the Le Mans
prevent burnt fingers when proceeding to check 24 Hours in 1938 and 1939, where some special
a plug on a hot engine! In 1936, its output of racing versions and Touring Superleggera ultra
80hp was quite a feat for a 2.0-litre engine in a lightweight bodies and high output engines were
car weighing only 830kg. The 328 was sold only entered in both races.
as a Roadster though some fifty nine chassis were These impressive results went on to the post-
also sold to various coachbuilders. The volume war years even if BMW had to face a hard fate in
production started up only in spring 1937 as, from 1945. The company was dismembered between
the middle of 1936, the car was mostly made the Allies on the West and the Soviet occupation of
available for racing. its major car factory at Eisenach in the communist
In fact, Fiedler’s six-cylinder with its new head had zone. Then, both cars and engines went on a strange
true racing potential as shown by its racing versions career bearing various badges. At Bristol in England,
with up to 135hp and more, better known initially where Fritz Fiedler was sent to work in 1945 to help
as the ‘Mille Miglia’ version. The BMW Roadster’s production, the Bristol 400 was derived directly from
prize list lengthened ceaselessly after a first victory the BMW 327. In England too, the Frazer-Nash cars
as soon as its early test on the Nürburgring circuit. In clocked a great racing career based on components
1937, Prince Bira won the Tourist Trophy in the 2.0- seized after Germany’s surrender. In the meantime,
litre class at Donington Park, finishing third overall. in the Soviet zone which was to later become the
At the German Grand Prix in 1938, the 328 totally Germany Democratic Republic, the Eisenach factory

MAY 2017 77
The long-awaited day of a reunion in Mainz came with the launching
of Berlin III on the Rhine river, at Rolf Gersh’s marina

produced BMW, then EMW, cars, initially identical to runabout Class 2, the boat was equipped with a cylinder, a BMW-Veritas of the late 1940s patiently
the 321 and 327 models, as soon as 1945. In the six-cylinder BMW-Veritas, tuned in its most powerful tuned into an original style Mille Miglia racing
western occupied zone, the BMW-Veritas, formed by racing configuration to some 130hp, inspired by the version. Then, the long-awaited day of a reunion in
ex-BMW employees was more competition oriented. famous Mille Miglia car version. Mainz came with the launching of Berlin III on the
The company founded by Ernst Loof, Georg Meier With his finely built and fast hull, Baginski began Rhine river, at Rolf Gersh’s marina, precisely where
and Lorenz Dietrich initially re-built and tuned pre- an honorable racing career in the early 1950s which some sixty years before his father released the gas
war BMW 328s, turning them into BMW-Veritas was to lead him a few years later up to the title of pedal for the last time before it went into hiding.
models. In 1947, the champion Karl Kling won at World Champion in Cannes on the French Riviera, But, this time, a 328 Roadster built in the late 1937
Hockenheim and subsequently become the 1947 with a later boat named Berlin VI. At the wheel of was invited to join the party. Driven by Thomas
German 2.0-litre champion driving a Veritas. Berlin III, the young driver initially took more local Feierabend, a well known BMW restorer from father
The make also produced also some marine victories, as on Starnberg lake in 1953.  to son, this 328 is today part of the family classic
versions of the six-cylinder 328 as its power and As a good gentleman driver and following again car collection.
lightness could logically attract the rare German the advice of von Mayenburg, Baginski entrusted the This chassis number 85 053 was part of the first
motorboat racing drivers in these difficult times. care and storage of his racer to Kurt Gersch, another series built, delivered new to BMW dealer Autotrac
Indeed, having a racing runabout built in the early pilot and renowned boat builder settled in Mainz Breslau. The car was raced by Adolf Brudes, a well
1950s was reserved to a small golden elite. Young on the Rhine river. In the middle of 1950s, Baginski known BMW factory driver living in Breslau. At the
Jürgen Baginski was a member of it, just like his had new raceboats built, carrying the same Berlin 1938 Spa 24 Hours race, he teamed up with Paul
fellow countryman Christoph von Mayenburg, an name, numbered in a strict chronology. Obsolete, Heinemann and finished fourth overall, second in
internationally reputed powerboat champion. the third Berlin incarnation was abandoned in a the class. He also drove to record a podium, finishing
Baginski and von Mayenburg’s parents emerged shed in the area and it is there in 2003, nearly fifty third in the 1940 Mille Miglia over the shortened
out of the disasters of the war more quickly than years later, that Rolf, Kurt Gersch’s son found the old Gran Premio Bresci course, teaming up with Ralph
others because they were producing essential and forgotten racer. The boat had suffered from five Röese at the wheel of a factory 328 spider.
goods – aspirin tablets and toothpaste. In 1950, von decades of neglect. It had no longer its engine but Helmut Feierabend, Thomas’s father found the
Mayenburg introduced his friend Baginski to Max important elements as its original hoods, much of car in Budapest some 25 years ago. The family
Steaves, a well known owner of the eponymous its hardware and even its much sought-after original workshop restored it completely, including the
boatyard in Lübeck. Naval architect and builder of BMW badges were still in place. An entrepreneur engine in Mille Miglia form of more than 135hp.
several successful racers, he was the designer and based in the North of Germany, Torsten Müller, Today, the white 1937 Roadster is a very fast car
the builder of the Berlin III boat you can see here. decided to go ahead and started the restoration capable of speeds up to 200km/h, reliable and
Max Steaves, as this was a fashion of the time in project with the precious help of one of his handling like a true gentleman’s sports car, but ready
Europe, took the general lines of drawings promoted collaborators, the master carpenter Sven Hageborg. to race, as it was intended in 1936 by the BMW
by the American powerboat federation as ‘Class D The light wooden hull was to be magnificently engineers in charge of the creation of one of the
racing runabout’. Entering in the 2.0-litre European reconstructed to receive again the famous six- most sought-after pre-war sports classics l

78 BMWcar


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80 BMWcar
Neue Klasse 2000

A New Dawn
The Neue Klasse Saloon represented a step change for BMW and this perfectly
updated and preserved example is still used as a daily driver in London
Words and photography: Matt Richardson

MAY 2017 81
ts often said today’s 3 Series can trace its lineage New rectangular headlamps and horizontal
back to the ‘02 family of the late 1960s, but tail lights replaced the familiar smaller round
it’s perhaps forgotten that the 5 Series can look front and square rear lights and giving the car a
back to an elegant but even older and less well- larger and sleeker appearance. Under the skin
remembered member of that clan. In the late the rear suspension was slightly reworked for a
‘50s, BMW was hemorrhaging cash at an alarming more comfortable ride and the 2000 received the
rate. The range was limited with Isetta bubble cars 1990cc version of the M10, first seen in 1965 in
at the one end, while at the top were the rather the 2000 CS Coupé. Output had risen from 80hp
bloated and outdated Baroque Angels. The microcar in the original 1500, here fitted with a single Solex
market was dying as smaller four-wheeled machinery carburettor it made 100hp and 116 lb ft of torque,
became much better and cheaper while there still giving a top speed of 104mph and a 0-60mph time
wasn’t much call for outmoded luxury cars and BMW of 11.7 seconds, figures that matched or bettered
didn’t really have anything in between. 2.0-litre saloon rivals from across Europe, those
Everything changed in 1960 when Herbert and figures perhaps influencing some of the 22,019
Harald Quandt bought into the firm and project buyers in 1967.
Neue Klasse was started. Quandt had poached a Although the exact details of this car’s first owner
team of talented engineers from recently closed rival are lost, there are enough clues to suggest that
Borgward to work with BMW’s existing staff so the May Day 1967 was a good day for the mayor of
totally new 1500 was able to be revealed barely two the Swiss canton of Aargau as he took delivery of
years later at the Frankfurt Motorshow in 1961. his new Bristol Grey BMW 2000, complete with
The 1500, and soon after 1600, 1800 and 2000, flag masts on the front wings. It’s easy to imagine
as Alex von Faulkenhausen’s new M10 four-cylinder the dignified automobile taking its place outside
engine was enlarged and enhanced, was an instant political engagements and civic events, and marks
hit. It appealed to the new class of Aufsteigers – in the chrome of the roof rails suggest a ski-rack
Germany’s social climbers who had money and for weekends of outdoor adventure in the snowy
wanted to stand out, and this range of sporty mountain region.
saloons quickly gained the right reputation. The body The car didn’t stray too far from home only
design was fresh and modern, with clean, unfussy moving to neighbouring Hagglingen in 1995 where
details. At first glance it looks like a simple three box it stayed until 2008 before appearing for sale with a
saloon but look closely and there is plenty to interest Belgian automobilia auction house who was selling
the eye, including the first use of BMW’s trademark it on behalf of a German supercar dealer who didn’t
‘Hofmeister Kink’ on the C post, named for chief know what to do with it.
designer Wilhelm Hofmeister. Current owner Lee Callaghan and his wife Anita
The range also quickly became known for its were coming to the end of a four-year spell working
excellent handling, a trait common to BMWs to this in Singapore and were getting ready to return to
day, and found buyers who were looking for a more London. Having always lived with classic cars – his
sporting drive. In 1965 BMW took the range further first car was an Austin Healey, hers a Riley Kestrel –
upmarket with the 2000 giving buyers wood trim wanted a large safe family car so began hunting for
and face-lifted bodywork on a car that looked at something along the lines of an E9 Coupé or an E3
home in the director’s car park. Saloon but the online advert for the 2000 caught

82 BMWcar
Neue Klasse 2000

It has lived and worked for its living out on the

London streets for two winters with no ill effects

MAY 2017 83
Lee’s eye, but being in the Far East there was no way it!” he reported back. “I’d not seen a BMW of that
of inspecting it. age in such good condition, really it was just dusty.”
Anyone who runs old cars needs a mechanic The car came home to the UK in 2011 but wasn’t
they can trust, and having owned a Porsche 356 brought out of storage until December 2013, and
for many years Lee has been lucky enough to meet even then wasn’t pressed into service straight away
Terry Humphries through his Porsche garage and as after standing for a long time the 2000 needed
Terry had inspected cars for Lee in the past. The 356 some recommissioning. Terry had thought the car
now stays with Anita’s family in Italy and once a year to be solid, so when it went for painting no nasty
Lee takes Terry out to service and check the Porsche surprises were expected and thankfully none were
over, so when a trained and trustworthy set of eyes found, a testament to the quality of BMW’s build and
was needed to check the BMW over, it was only the steel used and a relief that perhaps the Swiss
natural that Terry got the call and a plane ticket was didn’t salt their roads in the late sixties! Lee was
hastily booked. hugely impressed with the period correct cellulose
Terry was flown to Frankfurt and driven by the paint done by painter David Graves. He didn’t want it
seller to a garage on Daimlerstrasse in Ladenburg, to look over-restored in modern two-pack paint, but
the home of Mercedes Benz. The BMW was waiting to have a more original-looking finish.
on a ramp where he could have a good look around Rather than send his wife and kids off into
before taking a half hour test drive to an Italian London traffic in an untried classic, Lee left the car
restaurant on the way back to the airport. Back home with Terry for a year while he worked through the
by mid-afternoon Terry delivered his verdict “I loved various niggles. A set of the correct 165HR14 Pirelli

84 BMWcar
Neue Klasse 2000

Cinturato tyres were sourced from Longstone Tyres Curiously the front seats had been swapped left
so that the ride and handling would be as it was to right in the past so that was corrected and with
when new and Terry set about servicing the car and his specialist Porsche knowledge Terry noticed BMW
replacing aged and perished rubbers and flushing had used a wider version of the Recaro seats found
old fluids. in Lee’s Porsche 356. Terry enjoyed using the BMW,
Expecting the failure of old components many saying it gave huge confidence on the motorway,
items were changed before they went wrong, some and fun on the B roads feeling modern and safe in
others as they failed. Terry was working 60 miles all conditions.
from home so started occasionally using the BMW Finally the car was Waxoyled so it would last on
for his commute, racking up 1000 miles of shake England’s salty roads and rear seat belts fitted before
down before handing over the keys. In that time being thrown into the melee of London streets. Of
the shopping list grew, including new fuel and water course being an old car naturally things didn’t go
pumps, fuel lines and flexible brake hoses, starter smoothly and on one of the first family outings in

1967 2000 Saloon motor, alternator and voltage regulator and the front
brake calipers were rebuilt.
the BMW, having parked on the lowest and least
breakdown truck accessible level of the Barbican
EnginE: M10, four-cylinder, eight-valve Terry felt the bumpers should be left for originality underground car park the brake servo failed. The AA
CAPACiTY: 1990cc but Lee won out, having them rechromed as he felt tried to repair it but it ended up being towed back to
MAx PowEr: 100hp @ 5500rpm they let the car down against the new paint. Credit Terry again.
MAx TorquE: 116lb ft @ 3000rpm also goes to BMW Classic at BMW Park Lane which Since then it has lived and worked for its living
0-62MPh: 11.7 seconds was able to supply everything they needed with as out on the London streets for two winters with no
ToP sPEEd: 105mph much enthusiasm for a radiator hose or brake shoe ill effects but this year will be coming off road and
EConoMY: 22mpg as it would a rare body panel for a million pound going into storage for the worst of the season, until
rebuild. It even sourced a roll of vinyl for the seats. the roads are free of salt. Until then Lee will be
It’s not been needed yet, but it’s there just in case. needing a sensible modern car. Maybe an E21? l

MAY 2017 85
Cooling Upgrades
for E9x M3

86 BMWcar
TECh FoCus

If you find that your E9x M3 gets a bit hot under

the collar after some hard driving or when you
take it on track CSF may have the answer
Words: Ryan Stewart

hen modifying your V8 M3 it can be all too easy to get carried
away with power hikes or fancy suspension upgrades, sure these
are important, especially if you plan to take your car on circuit
but have you considered what happens when you take the
original cooling system to the limit?
Anyone who’s taken a standard E9x M3 fitted with a DCT gearbox out on track
will have experienced the frustrating overheating struggle that can occur. Even a
heated B-road blast can throw the transmission into limp mode. It’s not just the
DCT though; the six-speed transmission, power steering, oil and water systems
struggle to cope with enthusiastic driving. To make things worse, the stock mass-
produced cores can get clogged with bugs, dirt and often the fins can become
pushed in, compounding the problem. On the inside corrosion and residue from
the coolant can block the radiator too, or at least reduce flow. None of these things
really help the radiators to shed heat, leaving owners wanting to upgrade.
A great way to improve on a standard radiator is to fit a more efficient or larger
radiator. Sometimes space can be tight, especially with modern cars like the E9x
M3 so you’ll be looking at radiators with a core that is better at exchanging heat.
Precision is the name of the game here, as any additional core size needs to not
interfere with the surrounding components. Welded end tanks help too and allow
for a higher system pressure to prevent the coolant boiling if things get hairy, plus
metal end tanks add extra heat dissipation over plastic ones too.
Thankfully CSF Race’s line of radiators checks all of these points and then some.
Billed as the ‘Four Piece Cooling Package’ this all in one solution addresses the
transmission, power steering, oil cooler and water radiator shortcomings in one
swoop. A highly efficient core is at the heart of each CSF product and unique
core technology called a ‘B-tube’ is uniquely incorporated to create an ultra
thin, lightweight-yet-strong tube for coolant to pass through. These thin-walled
tubes enable greater heat transfer to the radiator fins that are multi-louvered to
encourage heat rejection. There’s a lot of tech packed into a small space here
and at first glance you might miss it. What’s more, each CSF Race heat exchanger
is fully CAD optimized. This means the mounting points and sizing are produced
with pinpoint accuracy. CNC machined mounting points give an OEM direct fit and
make installation a breeze.

MAy 2017 87
CSF Race Four Piece
Cooling Package in detail

Transmission Cooler
Each element of the four-piece cooling
package is uniquely optimized to maximize
efficiency for the fluid passing through it.
The transmission cooler suits both the
seven-speed M DCT and six-speed manual
gearboxes and is a plug and play installation
despite having 20 percent more surface area
than stock. Thanks to an additional cooling
row the CSF Race transmission cooler is a
staggering 30 percent more efficient than the
standard BMW item.

Oil Cooler
We all know the importance of controlling oil
temperature. Hot oil runs thin and the cushioning
required to protect bearings diminishes rapidly. CSF’s oil
cooling solution utilizes cast end tanks for a superb fit
to the bumper; it allows the fitment of any aftermarket
splitter too. More importantly this cast end tank is fully
TIG welded to the eight-row bar and plate core, creating
a robust and highly efficient oil cooler design that again
is a direct swap for the OE item.

88 BMWcar
TECh FoCus

Going hand in hand with oil cooling is water-cooling.
CSF Race’s water radiator is a thing of beauty, polished
to perfection. A triple pass, twin B-tube core is at the
heart of the radiator while CNC machined brackets and
quick connect inlet and outlets make this a joy to install.
The uprated CSF Race radiator solution cleverly delivers
optimum heat dissipation while integrating to all the
original factory shrouds, fixtures and hoses.

Power Steering Cooler

With an 83 percent larger surface area and 40 percent more efficiency than the standard
unit, CSF Race’s power steering cooler is a big jump in cooling capability. Spawned by
power steering overheating caused by larger, stickier front tyres the power steering cooler
helps maintain a more stable steering feel by controlling power steering fluid temperature.
You guessed it, it’s a direct fit with no other modifications required to the car to install,
even the original lines fit!

MAy 2017 89

Who is CSF Race?

In 1947, three brothers and their father started
a small retail shop in the trading and selling
automotive parts, soon their business grew into an
automotive garage focusing on repairing radiators.
With their engineering knowledge and rapidly
growing business, the family opened up their own
privately held radiator-manufacturing facility. Fast-
forward to 1975 and the CSF brand, still family
owned, was established.
CSF was the first US company to introduce
‘import’ applications into the automotive aftermarket
as vehicles imported by Honda, Datsun, and Toyota
started to show up in domestic showrooms and
on American roads. In 2009, the fourth generation
of the CSF family joined the business; by this time
CSF had established a cooling industry reputation as
the market leader. By this time CSF were the go-to
supplier for import and popular domestic radiators
and condensers, selling over 650,000 units that
year, impressive given the US economy was amidst
a recession.
To date CSF has sold over 35 million units. New
niche and super specialized lines of cooling systems
have been added to the product line up, including;
commercial trucks, industrial and agricultural
applications, marine coolers, intercoolers, pressure
caps, and an innovative and industry changing
Racing and High Performance Division. With a
passion for cooling systems, it was only a matter
of time before CSF took its innovative ideas and
leading technologies to the highest level, giving race
car teams, drivers, and performance enthusiasts a
product that performs just as hard as they do.

Where to purchase?
CSF Race for BMW can be purchased via any authorized dealer.
Those specializing in BMW include:
Hack Engineering:
A Reeve Performance:
CA Technologies:
Performance Powertrain Solutions:
Regal Autosport:
CSF Europe:

90 BMWcar
...Celebrating 30 years of manufacturing! • Manufacturers of two & three piece aluminium road / race wheels.
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Plenty of action for the M3, Ben gets his German race licence, Elizabeth almost says
goodbye to the 1 Series while the repaired E90 318i has more dramas

E46 M3
After a couple of quiet winter months switch surrounds amongst others, (we opted for this to better match my for myself if the ride and handling
the M3 must be wondering what’s hit they were in prime position to M3’s Phoenix yellow – many other were tangibly different on the smaller
it! New wheels, interior in pieces… deteriorate from 15 years of contact finishes and colours are available). rims and accompanying taller sidewall
it’s even been on track alongside a with rings, nails and the natural oils Once this has cured (a very quick tyres. There is a marginal reduction
couple of fun jaunts on local roads. from human skin. process), the parts are sent to the in unsprung weight over the 19-inch
Let’s start with the interior refresh. I’d So a jaunt over to Newbury was bodyshop for a high quality lacquer to polished alloys, shedding 1.4kg per
been talking to the guys at Newbury arranged, where the guys at www. give a deep, lustrous and hardwearing front and 1.1kg from each rear wheel;
based for had the relevant finish. Having seen some completed of course this is mitigated by the
a few weeks about some options parts out of the car in short order. The parts earmarked for a Mustang I was slightly heavier rubber due to the taller
to revive the scuffed, scratched and individual pieces looked even worse blown away by the quality and can’t sidewalls. In reality, it’s the latter which
scabby grey plastic interior trim in the sitting on a bench under bright lights, wait for the finished items to be seems to make the biggest difference
M3. The interior of my car was in great the door handles predictably being the refitted – pictures and in-depth report to the driving dynamics in the handful
shape overall when I purchased it – worst offenders. The parts are sanded on the process next month. The fact of miles I’ve been able to try them
nice shiny seats with only mild bolster down to remove the existing paint that the process is just as suitable for so far.
buffing, whilst the dash and remainder and prepared for the black basecoat. external parts is highly compelling: Tyre footprint remains the same,
of the cabin trim was in excellent Once this is applied, the clever part carbon spoiler and mirrors anyone? with 225/45/18 up front and
shape, perhaps even better than you’d of the process happens, as the film My return journey from Newbury 255/40/18 at the rear as opposed
expect of an 80k mile, 15-year-old is applied through hydro dipping (or made for an easy drop in to Aldershot to 225/40/19 and 255/35/19, but
M3. Letting it down though, were water transfer printing as it’s known) to pick up the set of original 18- the taller sidewall has reduced initial
always the plastic inserts with their to create a finish which looks almost inch wheels I sourced through the bump harshness, whilst there is a
metallic grey finish. Given these adorn identical to a carbon weave, with popular M3cutters forum. I’d been trade off to steering sharpness when
the door handles and electric window some golden colour showing through interested to try these and experience turning in. Perhaps due to less tyre

92 BMWcar

deformation, it feels like the 19s have feeling I was able to confirm on track less expensive than 255/35/19 is a
slightly more ultimate lateral grip, recently where some pretty extreme pleasing side benefit….
but we are talking fine margins here corner entry styles had the M3 virtually This has freed up the 19s for a
which would take an accelerometer on the lockstops in third, but feeling refurb too. They are thankfully free of
to confirm. On the road, the 18-inch utterly benign and predictable in kerb rash, but the lacquer is looking
setup does feel like it works better,
providing the M3 with an added
extremis, as well as sensational fun. Of
course, much the same can be said
a bit second hand in places. If you
have any recommendations of a
E46 M3
YEAR: 2002
degree of suppleness to deal with of the wonderfully balanced E46 M3 place to have these cost effectively MILEAGE THIS MONTH: 622
our imperfect roads. At the same chassis no matter which wheels you’re refreshed in Essex or London please TOTAL MILEAGE: 87,120
time, the chassis feels a little bit less running, but there was a tangible and feel free to message me at steve@ MPG THIS MONTH: 28.8
edgy on the limit, proving extremely enjoyable difference to note. That TOTAL COST: £350 (wheels)
friendly with the DSC turned off; a the 255/40/18 rubber is significantly Steve Hall

MAY 2017 93

E92 M3 track project

Edwards Motorsports who have the a V band clamp and for some reason I also wanted it to look aesthetically have that to worry about that now
M3 have made some good progress no one in the UK seemed to have the pleasing and asked if he could make with all the extra power I will have on
with the tubular exhaust manifolds sizes that we needed so Mike had to them as symmetrical as possible – tap. That’s not to say that it doesn’t all
and rear silencers. They will now sit up machine some up that he says now just to add the pressure of getting have to flow and work together to give
under the rear seat position where the fit perfectly. it perfect. I’m sure it’s no bother for the best results.
fuel tank once lived with side exiting There have been quite a few someone who is doing this day-in day- So we now have our first mould
exhaust pipes either side rather than challenges, as you can imagine, on out and from what I have seen so far it and we could stop here as it looks
out back in the normal position. This where to situate each turbo. Not doesn’t look like its fazing him at all. amazing and exactly as I imagined
will leave room for a nice diffuser that only does Mike need to get the four From previous instalments you will it would look but we are now going
can be made so that we don’t have exhaust pipes from the head to the have seen the front-end of the car to start playing around with it. Yes
any unwanted disturbances from the turbocharger but he also needs to get being redesigned with a slightly wider we could have done this from the
stock pipes getting in the way. a three-inch down pipe back down stance and better aerodynamic flow for start but we didn’t want to destroy a
There was a little initial hold up with past the engine and chassis without more front end-down force. This was a perfectly good bumper. The idea is
material but in the end Mike decided it touching the engine itself and with must due to the size of the rear wing that the engine is going to need some
to go with a slightly better material that enough clearance that it won’t hit and as someone pointed out with the pretty hefty cooling so a big front
is stronger and lighter – 321 stainless the body when the engine is moving extra drag normally bothering people mounted intercooler won’t be very
steel. The turbochargers mountings are around under load! from a top speed perspective I don’t efficient if it has a small opening with

94 BMWcar

the radiator, oil cooler and intercooler a much slower car I found most of the colour scheme in a sexy pink laid over with Beat for the last two years so I
all sandwiched in together. time I was looking in my mirrors just the classic white branding of his main find this subject really interesting!
So the plan is to open both the trying to make sure I didn’t get in the sponsor, Pascha. I was a little sceptical Once the car was on level tables
centre and the side openings up by way of any of the big power cars – the about the pink when he first showed and the geometry was set, corner
at least 30 percent which we hope speeds they were approaching was me the wheels but I must say it was weights adjusted and ride height
will give enough area for what we are frightening at times. one of the best looking cars out on measured, all four shocks were
looking for. I could be at the end of the pit the day. taken off of the car and the springs
In the mean time while the car is in straight just before turn one and see a The end game is for me to race in removed and everything was bolted
a billion bits I am still pushing forward car in my mirrors just coming onto the the VLN and, without getting ahead of back together and using the ramp
with my driving at the Nürburgring start-finish straight and by the time I myself, the N24 one day… but first I the car was dropped down from its
and I have now completed my had turned in for the first corner they must race in the RCN to get my VLN full height bit by bit and every 20mm
German race licence thanks to was on my rear bumper! I must say permit. It isn’t as easy as just entering the camber and toe were measured
Beat at Speedbeat Motorsport. The it was quite an experience being on the races either – I will have to place to give a good indication of what the
requirements are very taxing as you track with these cars and most of all in the top 75 percent of at least three car is doing when it compresses and
can imagine – a gruelling four-hours riding the bumpers of the likes of the races throughout the year and as easy unloads. The findings where quite
of theory, some practicing on the GP M6 GT3 when it had just cut in front as that may sound over eight races unbelievable and a great insight into
circuit and a practical test with an of me off-line before a chicane – it’s a the competition is tough, as are the what is going on whilst you are out
instructor in the car to see that I was memory I will keep for a long time, or weather conditions. on track.
competent driver. perhaps until I’m actually racing on the Whilst I was there after the test day Let’s hope that next month I
The only slot Beat could fit me in same track as them! on Sunday one of Beat’s friends and will have some updates about the
so as I don’t miss the first RCN race of Beat’s VLN V4 E90 has had a a team member came over with a lot advances on the M3 and some news
the season was a VLN VIP test day on top to bottom refit – all suspension equipment to take some extra special about the first VLN of the year and
track with the monster GT3 cars. Had components renewed, many nuts measurements of the car’s geometry. my first race on the Nordschleife in
I been in the M3 this may not have bolts clips, an engine gearbox and diff As you will know I have been setting the RCN.
been as much a problem but being in refresh, and even a complete new my car up in the UK and in Germany Ben Cook

F21 120d M Sport

As I write this I only have three it to me where it will begin its new over to a shoot in Reading without
weeks left with the 120d, which life as my ‘sensible’ daily. My E39 is any fuss, swallowing all of his
will take me up to 11 months also coming home after a 16 month paraphernalia with relative ease, and
of ‘ownership’, so it’s a little bit absence and dramatic makeover, it proved to be as comfortable and
of a shame that I couldn’t enjoy so while I will miss the 120d I will capable a companion as it ever has
a full year with it but that’s just have two cars to keep me busy. If been. Next month I’ll swap back to
how it goes. I’m not being left in you want to follow the E63’s journey the original wheels and tyres, which
the lurch, though; as I type, my with me then you’ll have to pick up a will thankfully get rid of the tyre
630i has been collected from a copy of Performance BMW as it will pressure warning bong, and bid it
Preston auction and is awaiting be standard for about 30 seconds farewell with some closing thoughts,
a thorough, two day detail at before I begin to ‘ruin it’, as Bob so one of which is that this might well
the hands of Ian of Lullingstone amusingly puts it. be the last diesel I ever own, which is
Cars (, who Not much to report on the 120d; food for thought.
sourced it for me, before delivering it ferried myself and a photographer Elizabeth de Latour

F21 120d M Sport

Year: 2016
Mileage this Month: 547
total Mileage: 7905
MPg this Month: 54.8
total cost: Nil

MAY 2017 95

The Everett Fleet: repairing a damaged E90… part four

Last month, we thought we’d seen a missing balance weight on a rear could definitely feel it. The rear wheels and this would do the job. Asking
the final part of the ‘budget’ E90 wheel – the vibration was through the were removed, and we tried again – mates in the trade, they all to a man
project but of course, cars are never centre armrest and driver’s seat. Only still there! said ‘change the flywheel as well’.
finished, are they? The £1100 2007 it wasn’t that. Before I had the rear By now I was getting very Change the flywheel at 100,000
318i ES has been repaired with two wheels rebalanced, I quickly refitted despondent with this car and miles? On a petrol 3 Series? Really?
replacement doors, had the timing the original wheels and noticed that because I hadn’t driven it before the LuK are my clutch manufacturer
chain replaced as a precaution and a lot of the road noise had gone. diff was rebuilt, I didn’t know if that of choice because it has OE status
it was found on the first proper test Bridgestone run flats do seem to was indeed the problem. Having a and the stuff it makes is very good
drive that the diff was noisy. This was make a lot of din so I’ve elected knackered (whiney) 3.64 320i diff indeed. So, I rang Jeff Earl at Schaeffer
rebuilt by GearChange in Burtle, North to keep these older and decidedly in the workshop, I mentally made a who own LuK as well as the FAG and
Somerset in return for a full rebuild unfashionable rims on because date where I could actually find the INA bearing companies and had a
article in another motoring title. On the car is much nicer to drive. With enthusiasm to swap the diffs over and discussion about the job. “Change the
the first run out it dropped a coil pack Continental front tyres and Nexen try again. flywheel,” he said. “We can send the
requiring a trip to Quarry Motors in rears it rides and grips okay. But there was another issue parts down to you and I’ll get one of
Sheffield where I picked up a used coil But, the weird thrumming was still looming, one which wasn’t the car’s our technical guys to come along with
pack for a few quid and got the EML there. Everything was checked and fault. At 101,000 miles, the clutch in all the flywheel measuring equipment
light erased. rechecked – was there a problem most cars is on its last legs and I was as well – it’ll make a good article”.
So, on the road, has it behaved? with the rebuilt diff? It went back to never happy with the clutch in this So, a ramp at Parkside was booked
Yes and no. On the first run I noticed Parkside where Dave Cooke put the one. It bit quite high and whilst it was for a day – a clutch change is four
that at motorways speeds there was a car up on a ramp whereupon the DSC still light and didn’t slip, it did judder hours but then there’s me fanning
weird ‘thrumming’ noise through the was deactivated and the car run up to when pulling away, more so when about with a camera as well as a
rear of the car. I’d just fitted the F30 50-60mph with the rear wheels off hot. I had a clutch clinic article that I LuK technical guy showing us how to
alloy wheels so this was bound to be the ramp and the fronts chocked. You needed to do for another publication measure a flywheel. The day dawned

96 BMWcar

and I was up early and there for 8.45. Hooray, it lives! But it allows you (LuK) clutch isn’t as nice to use, fills up. Pulling away from Parkside
Bob Carter from LuK arrived shortly 1.5mm of rock and this had 3mm. it’s still perfectly okay and an E36 and it feels good. Driving along the
after, and the car was driven onto Damn – it’s scrap. Basically, the centre flywheel would outlast anything the dual carriageway I tune into Radio
the ramp whereupon the strip down bearing that the centre part of the Egyptians ever made. Solid flywheel Whatever and the sound of ‘Get
commenced. Getting the gearbox out flywheel pivots on had a bit too much conversions are to be treated with the Miles’ by Britain’s most underrated
of an N46-engined E90 is actually wear. Too much radial play makes suspicion they deserve – they’re much band – Gomez – is just starting… nice
pretty easy. The exhaust comes off the Dual Mass Flywheel (DMF) death maligned, but not nearly enough. The work. It’s just coming to the end and I
nicely, and so does the alloy heat rattle we all know and love, but the N42 was designed in conjunction with realise that I’m doing 60 mph… with
shield that sits above the exhaust to ‘rock’ is what makes the clutch judder a DMF and the spheroidal grey cast no vibration! So that’s it – just like a
protect the propshaft… what was on take off. iron crank wasn’t designed to cope wheel causes the steering to shake
that tinkling sound? Something metal Now here’s the rub. From BMW with the vibrations of a solid flywheel. when it’s out of balance, a small bit of
just fell out. There, on the floor, was a new flywheel (made by LuK) is But enough of that. The new steel dropping off the prop can cause
a possible answer to the driveline £800 plus VAT – that’s almost a flywheel and clutch were fitted, the a vibration that had quite a few people
vibration, a curved bit of steel, 30 mm grand for a flywheel on a car worth gearbox, prop and exhaust all bolted stumped, especially me.
by 30 mm and about 1 mm thick. £3000 at most. Aftermarket, the back into place and the beast fired up. Smooth, quiet and thoroughly
That’s a propshaft balance weight that cheapest LuK flywheel I found was Sounds good, no DMF rattle and the pleasant to drive, the E90 owes me
is, and there on the prop is a rusty £509 but that’s still an awful lot of clutch is both as light as a Malteser too close to what it’s worth (nothing
square patch where the weight used money. The advantages of a DMF and bites in the just the right place like £3000 it seems) to have been a
to fit before the inadequate spot weld are many – refinement and smooth with zero judder. That’s a fix then. bargain but it’s been a learning curve.
obviously failed. Could this be it? clutch operation are the main ones, And so to home. It’s getting Watch out for future updates in a
Anyway, the prop was whipped off but whilst the clutch on an E36 with late and I want to catch the £3.99 future running report!
and 25 minutes later, the gearbox was a solid flywheel and a conventional Crown Carvery before the place Andrew Everett
on the floor. The clutch cover came
off and this revealed a clutch driven
plate (the bit with the friction material)
that had maybe half a millimetre of
material left before it was down to the
rivets and slipping. Oh well, 101,000
isn’t a bad innings.
But what about the flywheel? Well,
I learned something new today. LuK
has a website of course but on there
is a link to a free app that you can
download onto a smartphone. This
gives you the spec on the flywheel –
number of teeth, acceptable rotational
play and acceptable axial play (rock).
Using an angle gauge and a dial
gauge, the radial play was 11 degrees
and LuK allow you up to 16 degrees.

MAY 2017 97

F10 520d SE
Quieter month for the F10, except of traffic updates on our commute in the the experience, revelling in the steering get one. As to whether this means a
course for the G30 comparison you morning, which is handy. response, the stiffness of the front total departure from the BMW marque
can eyeball elsewhere in this issue. The only other point of note this end, the smooth diesel motor (which remains to be seen, and is something
That said, and even though we’ve had month is what looks like some wear even makes quite a nice noise; I do dependent on funds for second cars/
the car for a year, I’ve found another showing on the driver’s seat side enjoy a burble) and the fact that the bikes and so on.
function buried within the iDrive which bolster. This is irksome, and I’m sheer girth of the thing seemed to be Meanwhile, OU16 is due at North
I hadn’t used previously. concerned that it may be related to the forgotten the moment the topography Oxford Garage in a few days at the
When we collected the car, necessary cleaning in order to remove turned a little challenging. time of writing for those software
the traffic information option was the jeans dye which I’ve referred to in A glance at the dashboard brought updates I referred to recently. So more
demonstrated to us. I was already recent months. So I’ll be keeping an out the child in me – rows of on that next month.
aware of this from previous BMWs of eye on this – I’m only using Autoglym switches everywhere. And even the Mark Williams
course, and being able to switch the products after all, not kitchen bleach… overhead console had some switches (@MarkWilliamsBMW)
map from ‘normal’ to a map infested If it worsens I’ll be challenging BMW embedded for the deactivation of
with yellows and reds depending upon on this as the seat material should not the parking radar and so on. A real
whether the roads were ‘busy’ or ‘oh arguably respond this way after only modern classic feel. Porsche laid on
my God stay at home it’s bedlam out 12 months. Mark Berkenshaw from its Silverstone
there’ was a very handy feature. Elsewhere, my Panamera loving Driver Experience centre and the
Turns out though, that the map continues and as mentioned last two of us shared a very insightful
(even in normal mode) can be month, the chaps at Porsche Reading 90 minutes or so hacking around F10 520d SE
permanently switched to display traffic were more than happy to receive us Berkshire. The effect? Well, it won’t be YEAR: 2016
flow and information through selecting for a demo of a 2012 diesel variant, forever. And indeed, it may not be for MILEAGE THIS MONTH: 886
the show traffic flow option in the for me to then go away and allow the long. But the manifest qualities of the TOTAL MILEAGE: 16,956
options menu of the nav screens. idea to mature. Long story short, the Panamera are such that it’s now most MPG THIS MONTH: 38.2
Who knew, eh? So now we get instant drive was epic. I returned buzzing from definitely a question of when, not if I TOTAL COST: nil

98 BMWcar

Next Month
AC Schnitzer’s wild carbon-clad i8

Martini Batmobile

● M3 Salt Flats racer

● M550i xDrive tested

● F11 5 Series Buying Guide

June 2017 issue available to download

9 May and in the shops 12 May
(Contents subject to change)

MAY 2017 99
The UK’s hottest multi-marque event returns for 2017!


Donington Park




T&Cs - Book online at Advanced tickets: £12. Tickets on the gate: £22. *Booking Fee applies. FREE entry for
TWO children aged 14 and under when accompanied by a paying adult, any additional children will be charged at £5 each. All attractions
subject to change. Warning motorsport can be dangerous.
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BMW deals

BMW Buyer
Our monthly roundup of what’s hot, or not, in the BMW marketplace
Words: Guy Baker

he new ‘17-plate has fired a significant 89.0 percent of 2 Series and 4 Series sold at the first drop-top deals are likely to be found on 5 to 10 year-
increase in car buying activity, with an time of asking. old cars – like E88 1 Series, E93 3 Series and early
explosion of trade-ins giving the used Whilst the trade market is booming, the retail E89 Z4s.
market a serious boost. As a result the market had a steadier increase. Glass’s Live Pricing What else is hot to buy right now? Well the 2
outlook for the UK used-car market looks Data, which measures the length of time vehicles Series still represents good value, as do older six- and
very positive for the next few months. According remain on the forecourt, shows that the X1 was the eight-cylinder saloons and some early pre-facelifted
to trade experts Glass’s, retail activity has already range that averaged the shortest stay, at 43.6 days. E89 Z4s – especially 2009 to 2011 30i models.
increased slightly and you can expect to see a spell The X5 was close behind with an average of 44.8 But BMW bargain hunters should avoid X1, X5 and
of used car sales offers and incentives in the coming days – and all the X Series ranges performed well, 4 Series.
weeks and months. suggesting that demand for SUVs is still healthy And if your heart’s set on a new BMW then there
Auction volumes are up, although the increase in despite the emergence of spring. are some good offers at main dealers on 3 Series
vehicle numbers has inevitably led to a slight drop in And the warmer temperatures herald the annual Saloons – including the new 320d M Sport Saloon.
first-time conversion rates from 84.4 percent to 82.3 surge in interest in convertibles. But which BMW On PCP you’ll pay £299 a month (over 48 months
percent. BMW however performed slightly better drop-tops currently offer the best value? Well at 3.9 percent APR) with a £5489 deposit and a limit
than the rest, with an average conversion rate of 83.5 demand for well-tended convertibles over 10 years of 10,000 miles a year. Cover 15,000 annual miles
percent – and the top five BMW conversion rate old is currently at a high, whilst most nearly-new and this rises to £320 a month, but a bigger £6500
table is no longer dominated by SUVs. More than models are also fetching good money, so the best deposit would cut this to just £297 a month.

Top three £10,000 BMW Bargains

The vagaries of fashion have dictated that the once popular saloon body-shape now lacks a certain degree
of kudos. Yet there are literally thousands of well-maintained BMW four-doors stacked on forecourts up and
down the land. And that means supply exceeds demand – which is great news for used car buyers seeking to
maximise value for money. Just £10,000 now bags some seriously desirable machinery, with all three of this
month’s contenders also offering a great drive and plush specs.

335i M Sport (E90) 535d M Sport (E60) BMW 730d Sport Saloon (F01)
(2006 to 2009) (2007 to 2010) (2009-2012)
A petrol 3 Series still makes sense if you don’t cover If you fancy a diesel four-door instead then step up With demand for 7 Series seemingly at a low, you
a large annual mileage. And the 335i M Sport offers to a 535d M Sport. In-gear performance is every can now buy pre-face-lifted F01 730d SE Saloons
M3-baiting performance as well as readily-accessible bit as quick as a 335i – in spite of the car’s greater for as little as £8000, with ten grand bagging a mint
tuning potential. With 306hp in standard trim 62mph size – and £10,000 will stretch to a 2008 model 65k-mile example. Yet the car’s spec is luxurious, you
is dispatched in just 5.8 seconds, whilst a good ECU with just 85k miles on the clock. The factory spec can beat 40mpg on a long run and CO2 emissions
remapper can easily extract a further 60hp. Our will leave you wanting for nothing, and on longer are just 178g/km. With spritely performance the
£10,000 budget will buy you a mint 70k-mile 2006 journeys you could return over 40mpg without trying drive is excellent too, with surprisingly responsive
car with a few optional extras. too hard. steering and magnificent ride comfort.

104 BMWcar
Forecourt find
X6 M (E71)
OK, they’re not for the shy or retiring – but if you want plenty of on-road kudos
then a second-hand X6 M is difficult to better. With a whopping 555hp and epic
grip 62mph takes a mere 4.7 seconds. And they’re pretty rare too, with the best
deals generally to be found at specialists. Something like this 36,000-mile metallic
blue example at Essex Prestige Specialists Velvis Cars would suit the extrovert in
you perfectly. Advertised for £33,995 this car’s massive spec includes front and rear
parking sensors, 20-inch M alloys, BMW Professional Multimedia with HD display,
sunroof, a third rear seat, heated memory front seats and a full BMW dealer history.

Tel: 01206 861351 or 01206 581460
or 07960 972951

MONTHU’ Y! AUCTIONHT BMW Car’s lowdown on the latest

BEST B SPOTLIG prices paid for average condition

BMWs at auction. To find your
nearest auction house check out:

And remember…
Always arrive early at car auctions, pick up the sales catalogue and examine the vehicles in the line-up
before the bidding starts. In addition to the hammer price, you’ll have to pay a small buyer’s fee. You’ll
need to provide a deposit of at least £500 (in cash or by Maestro or Visa Delta debit card) but the balance
of the purchase price and the buyer’s fee can be paid via banker’s draft, cash, cheque, telegraphic transfers,
credit or debit card.

Prices paid last month for average condition BMWs at auction

Model Trim/transmission Year/registration Mileage Price
320d ES, Touring, manual 2004/04 110k £1650
Z3 1.9 Roadster, manual 2002/52 65k £2700
118i SE, five-door, auto 2005/05 74k £3325

Z4 Roadster sDrive 320Ci

X3 2.5i
SE, Coupé, auto
Sport, auto
30i Sport (E89) 530d SE, Touring, auto 2004/54 107k £4000
(2009-2011) 325i SE, Saloon, manual 2007/57 89k £4700
Not all convertibles are silly money this spring. The X5 4.4i Sport, auto 2004/54 101k £4900
pre-facelifted E89 Z4 sDrive 30i Sport starts at just Z4 3.0i SE, manual 2005/05 65k £5200
over £12,000. And even a prime-condition 2010 330d M Sport, Saloon, auto 2008/58 135k £5750
35k-miler with a pristine BMW main dealer history is X1 xDrive 18d SE, manual 2011/11 90k £7500
only £13,500. With 258hp from its 2996cc in-line 330d M Sport, Saloon, auto 2013/63 86k £14,375
‘six the performance is rapid – 62mph takes just 420d M Sport, Coupé, manual 2013/63 31k £16,550
5.8 seconds – and most examples boast satellite M3 4.0 Coupé, manual 2009/59 35k £19,900
navigation, full leather, heated seats, front and rear 640d Gran Coupé, M Sport, auto 2013/63 25k £26,000
parking sensors and dual zone climate control. Treat Prices quoted are hammer prices and will be subject to buyer’s premium
the 3.0-litre nicely and you’ll see high thirties mpg
on motorway journeys, although road tax will now be Many thanks to John Warren Cars ( for its assistance with BMW Buyer
£500 a year.

MAY 2017 105

technical tips
BMW Car’s tame top tech, Andy Everett, casts his eye over the latest
goings on at the dealers, specialists and independent workshops

Oil leaks ahoy

Yes, yes, the correct name is
damper (the spring absorbs the
shock) but you might be surprised at how
knackered the dampers on your car are – by
100,000 miles most of
them are going to be well past
their best. Even if they are bone dry
with no fluid loss and the car passed
an MoT recently, that’s no guarantee that
they’re actually any good.
Recently I had all four dampers replaced on a
1 Series, a 2007 diesel. Okay, it had done interstellar
mileage well into six figures but the car passed an
MoT with one advisory on ‘light misting of oil on rear
damper’ and by the time a damper is leaking oil,
it’s not just finished, it’s bordering on dangerous. For anyone who owns a BMW made since about 2002, oil leaks are a way
Anyway, the dampers were changed and the state of life. N42 and N46 four-cylinders are like something BL made in 1973 but
of them had to be seen to be believed. I knew the older stuff wasn’t bad at all. So when my 1997 318i Touring received an
at least one rear strut was finished because in advisory on the MoT for an oil leak, the tester wasn’t kidding. Spread all over
wet weather you’d get a rear wheel hopping the underside of the car’s front end like an Exxon Valdez style disaster, it had
up and down as it tried to find traction but in clearly been having a good old leak. Nipping down to a local jet wash after
fact, the leaking damper was more use than giving the entire underside and engine bay a dousing in Gunk degreaser,
the dry one. When the damper rod is pushed the engine stayed dry for a bit – but not for long. Currently garaged and
inwards (it should be pretty stiff), it should replaced with an E90 320i, the E36 dropped a fair bit of oil wherever it sat
return on its own at about the same rate as à la Exxon Valdez – time to sort it out. It was of course the oil filter housing
it was compressed. Well this one didn’t – it gasket, seven or eight quid from BMW with the two O rings that fit around
just stayed there. The fronts were just as bad the black plastic return valve.
and I had noticed that the suspension was M43 engines were used in the E36 and E46 and are still around in huge
crashy – not surprising with virtually no real numbers but is this leak really a pain to fix? Not really. But when you order
damping force left. With all four replaced the gasket, buy a new pair of the long bolts too. This is because they can
with original equipment Boge units, the car seize into the alloy filter housing and snap off – nightmare. One of mine
was transformed. The slightly boaty feel on was seized so with the relevant bits removed, I set to with a grinder and
smooth roads and the harshness over poor ground the head off the long bolt – after this and WD40 the housing came
surfaces eliminated. off and the bolt shank unscrewed nicely. Any other tips for this job? Make
Dampers aren’t that cheap, but don’t sure both mating surfaces are 100 percent perfectly clean, smear the paper
despair if you can’t run to Boge or gasket with grease (it carbonises and makes a superb seal). The alternator
Bilstein because there are good budget is a pig to get off so on reassembly, clean the mounts with a file. Disconnect
alternatives – Anschler are a decent the battery before undoing the alternator 10 and 13mm nuts, and the PAS
brand that are about half the price and pump stays on that big alloy bracket that has four obvious 13mm bolts
a new budget damper is better than a and one hidden by the crank pulley. All in all, a morning’s work and about a
clapped out original. tenner for a very satisfying cure to an annoying problem.

M30 cams again

A while back we said that the aftermarket had stopped producing M30
camshafts – the M30 is the big ‘six that ran from the 1968 2500 and 2800
cars all the way to the final E34 535i in 1993. These suffered from cam wear,
mostly due to inadequate lubrication that was brought on by a blocked oil
spray bar (infrequent oil changes) and the one or two of the pair of banjo
oil feed pipe bolts. Doing an M30 top end rebuild was never cheap, but the
cost of BMW cams was, and still is, eye watering – £450 plus VAT is £540
and that’s before you buy twelve new rockers, two rocker shafts and all the
gaskets. However, the good news is that febi has reintroduced the Motronic
type M30 cam – these are for ‘80s cars with Motronic… E23 732i and 735i,
all E34s and E32s plus the E24 635CSi after 1980, E28 535i and the M535i.
Sadly these cams don’t work in non Moronic cars as the nose is different
where the adaptor for the rotor arm fits on and febi don’t make these older
cams – that’ll be the full 500 plus quid we’re afraid. The part number for the
febi cam is 03070 and they’re around £120 – and yes, a good machine shop
can weld the required lugs to the front and machine it suitable for an older
pre-Motronic engine.

106 BMWcar
Keep it standard
One of the problems with BMWs of a certain age ‘personalised’ number plates and what might have gems to be found. Where I live, Morrison’s car park
is finding a standard unmodified example. Cars passed as prestige outside a chip shop 20 years was graced once a week by a 1994 325i Coupé
that you wrote off as being ‘bloody awful’ take on a ago looks like a giant Ford Probe now. Yet I saw Auto wearing a very expensive three digit number
new sheen when you find a really nice standard car one parked in a BMW dealer car park recently. plate, the property of a mature Lady who’d had
that’s not been beaten with the modding stick. Take Wearing its original dealer H registration with pride, it from new. In need of some minor bodywork, it
the E31 8 Series – controversial when new and not this Calypso red car wore the original 16-inch BBS- was just the sort of car that needs saving now but
a big seller but the right car will find a buyer. There style wheels and the light coating of road dirt that I recently saw the number plate on a new 218d
are so few decent early 850i models left now, suggested it was used all year round. Very smart it M Sport Coupe – an excellent choice if I may be
the original E31 that everyone lusted after until was too, looking its age in a good way. so bold. The 325i Coupé disappeared into the
they clocked the 60 grand price tag. Loads at car E36s are the same – you just try and find a Sytner dealer network and I can only hope it’s been
shows are ‘improved’ with big aftermarket wheels, standard 328i or 325i Coupé. Even now, nearly 20 bought and saved before it becomes yet another
lowered suspension, tinted glass and questionable years after the E46 made its debut, there are still drift casualty. When they’re gone, they’re gone.

N20s still good Cheap E90s

I was surprised to see that the E90 is now well under the £2000 barrier on eBay and AutoTrader – not
least because I have a 2007 one owing me two grand! Some are advertised for around £1300 with
stated problems – one has a jumped or broken timing chain and one for £1600 has a ‘slight noise from
diff’ – yeah, I bet it has. But it’s the others you need to be wary of because unlike an E46, fixing a broken
or troubled E90 is not cheap. We’ve mentioned the differential problems on the 318i and 320i and
that is a killer because there are virtually no good used diffs for sale, the ones that do pop up are £500
and some ‘good’ ones are fine up to 40 mph at which speed they start to whine – it’s a real problem.
Reconditioned driveshafts to sort the split ABS ring trouble are down to £60 each now but the six-speed
dual mass flywheel is not as good as the old E46 one – most if not all dealers and specialists will not fit a
clutch without a new flywheel. And then you have the engine, the N46 and we’ve discussed those before.
A new key is £170 with no recoding of a used one possible and then you have the electronic steering
lock, CAS module (Car Access System) and the battery coded to the car. The point of this? Let’s face it – if
we’re spending £2000 or less on a car it’s going to be a hack for someone well heeled, or a chunk of
money for those who aren’t and the last thing you need is a big bill.
Our advice? Avoid old, cheap E90s. The same money will get you into a nice late model E46 and whilst
they aren’t perfect, there isn’t much that isn’t DIY – and the vast qualities of used parts mean they cost
Whilst many mourn the end of the normally buttons to run.
aspirated straight-six, the N20 and N26 turbo ‘fours
launched in 2011 have proven to be pretty good.
The 328i in particular is a superb thing, as is the
428i, and the engine has found its way into other
cars, too.
Nothing’s perfect though and I heard of a car
recently that was plagued with misfires. The BMW
dealer had it in for five days and the fault would
show up the misfire but not what was causing it
to do this. Coil packs and injectors were replaced
(thank God for a warranty!) but it wasn’t right and
sure enough, it did it again. But once – just once
– it flagged up a fault with the differential pressure
sensor – no, nothing to do with the final drive
but a small sensor on the inlet manifold. Fitted to
the very first N42s back in 2001, it’s a rare failure
but it happened here. The part number has been
superseded a few times but the current number is
13 62 8 617 097. What does it do? It correlates
the difference in intake manifold pressure and fuel
pressure apparently and if it fails, the fuelling goes
all awry and the injectors don’t know what to do.

MAY 2017 107


Caught in the
Classifieds A quick round up of some of the cars for
sale that caught our eye this month

1997 AC Schnitzer 1989 Alpina B6 3.5S

M3 CS Convertible
Fancy an E36 M3 Convertible but worried it’s just a little bit too
common? Fast Classics has the answer with this stunning AC
Schnitzer CS Convertible version that’s thought to be just one of
a handful built. Having just covered 36k miles from new it really
does stand out from the crowd and if you want to know more
about it have a look back at the BMW Car May 2016 issue.

£24,995 Over the years Alpina has manufactured some
stunningly desirable motor cars, perhaps none
more so that the glorious B6 3.5S. The regular
B6 was based on a standard E30 but for the
3.5S Alpina used the M3 as a basis and the
car looks all the better for it. This Royal blue
example has spent the majority of its life in
Japan but is now in Germany looking for a new
owner. Number 12 of 62 made.


1991 E31 Alpina B12 5.0 1969 BMW

There’s no getting away from the fact that
rarity has a large part to play in values of BMW
Alpina 2800CS
classics and they don’t come much rarer than If you’re after a piece of
this – just one of five RHD 5.0-litre B12s. If history then this has to be it,
you missed out on this car when it was up a glorious 2800 CS that was
for auction a couple of months back the good one of the very first CSs to
news is that it’s now up for sale at Peter Vardy. take to the track at the Spa
The bad news is that it’s gained a significant 24 Hour race in 1969. It
price premium of £25k! went on to have a glorious racing history and was eventually converted by
Contact: Alpina in 1974 to Alpina 3.0CSL Group 2 spec. No price is listed, but we’re
PRICE pretty sure you’ll have to dig deep…
£89,000 Contact:

110 BMWcar

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50 BMWcar


Cambridge’s Leading Independent
BMW & MINI Specialist
The Ultimate Team For Your Driving Machine

01480 459771
DUKES PARK_q_Layout 1 28/04/2016 11:28 Page 1
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Greater Manchester

City Centre
• Servicing • 4 Wheel Alignment
• MOTs • Camera/Radar Calibration
• Diagnostics • Gearbox Fluid Flush
• Performance Parts • Suspension Upgrades


Norwich 628 668
West Sussex


Buckinghamshire l Cambridgeshire l Essex l Exeter l Hampshire l Hertfordshire l Kent l Lincolnshire

Greater Manchester l Middlesex l Oxfordshire l Suffolk l West Sussex l Worcestershire l Yorkshire
BMW Art Cars Artist Olafur Eliasson (right) presents the
latest Art Car to the then BMW Chairman
Norbert Reithofer who looks like
he’s enjoying the experience!

Olafur Eliasson

H2R Without a doubt this is the wackiest

of all the BMW Art Cars – it doesn’t
even really look like a car!

efore BMW jumped on the electric car flying kilometre at over 300km/h. On display, the frozen sculpture was illuminated
bandwagon it had firmly placed the Once it had finished its record-breaking career inside to make it appear it was glowing from within.
vast majority of its eggs in the hydrogen BMW commissioned Olafur Eliasson to turn the Called Your Mobile Expectations, the vehicle was
basket and had run series production H2R into the sixteenth Art Car. “By bringing together on special display in a temperature-controlled room
versions of both the E38 and E65 art, design, social and environmental issues, I hope at the San Francisco Museum of Modern Art in late
generation of 7 Series. The technology worked to contribute to a different way of thinking-feeling- 2007 and early 2008.
perfectly and the only fly in the ointment was the experiencing cars and seeing them in relation to the In Eliasson’s sculptures and atmospherically
fact that there were so few filling stations where time and space in which we live,” said Eliasson. unmistakable installations one senses not only
you could purchase liquefied hydrogen, effectively He removed the outer covering of the H2R the conditions under which they come about and
making the technology redundant unless the prototype and replaced it with a complex skin of two the impact of their energy but also the beauty of
required funds were put into adding hydrogen tanks reflecting layers of superimposed metal spanning natural phenomena. It is it not until they enter the
to petrol station forecourts. the body of the car. Layers of ice were then created perceptions of the viewer that they complement
As a way of proving the hydrogen-powered by spraying approximately 530 gallons of water each other. Eliasson’s predominantly sculptural,
technology BMW set about making a streamlined during a period of several days upon the structure. installative and photographic work is consistently
record-breaking machine that featured a 6.0-litre Thus Eliasson transforms an object of advanced devoted to the complex of topics pertaining to
V12 which developed 285hp when running on automobile technology and industrial design into a civilization/technology and nature.
hydrogen. In 2007 the BMW H2R research vehicle work of art reflecting themes of mobility, temporality, Clever it may have been, but we’re a traditional
established nine records for hydrogen-powered renewable energies and the relationship between bunch here at BMW Car and we have to say we
vehicles featuring a combustion engine on the high- car production and global warming in a sophisticated much preferred those Art Cars that came before, and
speed test track at Miramas in France, including a and poetic way. after, Eliasson’s H2R l

114 BMWcar
BMW Approved




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your registration and mileage for a personalised quote.

Terms and conditions apply. *Price quoted is applicable for 4 cylinder variants of BMW E81, E82, E87, E88 1 Series (2004-2013), BMW E90, E91, E92, E93 3 Series
(2004-2012), BMW E60/61 5 Series (2003-2010), BMW E84 X1 (2009-2013) and BMW E83 X3 (2003-2010) over three years of age. Prices are Recommended Retail
Prices and include VAT, parts and labour. Participating BMW Retailers only. Offer excludes all M vehicles.