ATTACK MODE ENABLED: THE MI PERFORMANCE E34

If there’s one thing our look into Scandinavian performance car culture over the past month has taught me, it’s to always expect the unexpected. During our summer tour through Sweden and Norway we’ve managed to to check out an amazing variety of machinery from all over the greater Northern European region, many of which quite literally had to be seen to be believed.

MI Performance’s time attacking BMW 5 Series is one of those cars. Designed, built, and soon to be driven by MI’s owner Mazhar Iqbal, the  angry E34 is yet another result of a long, cold and dark Scandinavian winter spent in the workshop, and some serious car building skills to boot.

Although the majority of Mazhar’s previous projects had centered around Audis and power sliding, the opportunity to break from the norm and engineer a BMW for grip racing – or more specifically Gatebil’s hotly-contested Extreme Time Attack series – seemed like a pretty good way to highlight his company’s performance and race engineering prowess. The fact that he already had a donor car tucked away in a barn awaiting some sort of modified fate, totally sealed the deal.

Although the project wasn’t quite ready to be unleashed at Gatebil Rudskogen earlier in the month, there was no way the crew was going to leave Norway without a closer look.

Crazy engine conversions might be a defining aspect of the Scandinavian scene, but for Mazhar and his E34 project, sticking with the BMW script was always part of the larger plan. It’s where he’s taken the build that things become just a little bit unhinged…

Engineered around a somewhat substantial boost injection, the 3.5L straight-six is an impressive looking creation. At its core is a modified M30B35 block toughened up with CP forged pistons, Eagle rods and a crankshaft borrowed from an S38 BMW M5 engine. The DOHC cylinder head is S38/M5 hardware too, though now fitted with custom spec camshafts to suit the application.

The head upgrade was a bit of a no-brainer for Mazhar, offering superior flow capabilities straight out of the BMW M box while allowing the use of the M5′s individual throttle body fuel injection system, which in this instance is fed from a custom-fabricated oval plenum chamber.

The power-making side of the equation is the Comp Turbo CT43-749 turbocharger that’s high-mounted on a custom tubular exhaust manifold and harnessed through a TiAL external wastegate. Right from the outset four-digit capability was a prerequisite here, and in that respect the Comp turbo is – or should I say ‘was’ – definitely up to task. Even though it’s only been a few short weeks since our shoot at Rudsgoken Motosenter, the CT43 has already been replaced by a Garrett GTX4204R.

That particular turbo won’t support 1000hp, but it should stretch to 950hp if the need arises.

At whatever power level Mazhar settles on, the engine’s ancillary systems should definitely be up to task. Along with the Peterson tank for the dry sump system and an Optima battery, the trunk features an Aeromotive Stealth fuel cell and a Eliminator fuel pump from the same maker. Through large stainless braided lines and an Aeromotive fuel pressure regulator, the engine’s thirst is satisfied through a PPF/Nuke Performance rail and six Bosch 1600cc injectors.

In an effort to improve distribution and overall balance, the engine has been shifted more than a few inches rearward, something achieved through custom mounts and an entirely remodeled firewall.

From this angle you can also see the extent of the weight-reducing tube framework that extends ahead of the strut towers, and the custom aluminum front diffuser, which also serves to channel air towards the intercooler, oil cooler and v-mount radiator.

The engine bay modifications didn’t leave a lot of space for the six MSD ignition coils, so Mazhar mounted them inside alongside the Autronic SM4 engine management system that gives the firing orders. At first glance you’d probably think that extra long leads would be required in this scenario, but in reality the rear of the engine is underneath the top of the original bulkhead just centimeters away.

Like the engine, the driveline has been completely overhauled using a combination of aftermarket performance and OEM parts from different branches of the BMW family tree.

The latter extends to the ZF GS6-53 six-speed gearbox which you’d normally find behind a manual 335i, and the entire LSD-equipped rear end which has been borrowed from an M5. The term bulletproof springs to mind.

The E34′s purposeful stance comes courtesy of K-Sport coilovers which are used at all four corners; just one facet of a race-ready suspension upgrade that extends to adjustable arms, uprated bars and performance polyurethane bushings.

K-Sport components are used throughout the brake system too, with eight-pot callipers on 356mm rotors at the front end, and six-pot callipers on 330mm rotors at the rear.

Right now the E34 rolls on Zito ZL111 alloys and street rubber that stands little chance of containing even half the power the engine is able to muster. No surprise then that Mazhar intends to switch them for lightweight race wheels and sticky semi-slicks when the car eventually makes its track debut.

When that day finally comes, he’ll be in control from a work space as clean as race car interiors come.

Using a Racepak IQ3 digital display/data logger meant that Mazhar could do away with the dashboard entirely, not that it would likely fit back into its original position anyway given the addition of the roll cage and the new transmission tunnel.

For an interior space that’s been stripped back to its bare essentials, there are many details to take in, like the weight saving measures made to the doors, and the complexity of custom metal work around the floor pan. From this view you can see just how far back Mazhar will be seated in his QSP Raceware bucket.

As it stands the build is around 95 percent complete, with the small remainder of jobs left to be finished tackled over winter.

All going to plan, MI Performance will be shaking down the E34 on track May next year at Gatebil Våler, which will leave Mazhar a couple of months to have it all dialed in and ready for the big Gatebil Rudsgoken event in July.

As unconventional as a 5 Series BMW might seem for time attack, the thinking behind this car, coupled with its spectacular build quality, raises little doubts about its hot-lapping potential. In fact, once the full might of its big-boosting 3.5L straight six is realized and Mazhar’s gets a handle on driving, I’m quite sure he’ll have an absolute monster on his hands. But that’s the Scandinavian way.

Words by Brad Lord
brad@speedhunters.com

Photos by Larry ChenInstagram: larry_chen_foto
larry@speedhunters.com

MI Performance BMW 5 Series E34

Engine
BMW M30/S38 3.5-litre inline six-cylinder, M30B35 block, S38 crankshaft, CP forged pistons, Eagle rods, S38 DOHC cylinder head, custom cams, Comp Turbo CT43-7479 turbocharger, TiAL wastegate, custom exhaust manifold, PPF blow-off valve, front-mounted intercooler, custom intercooler piping, 4.5-inch turbo down pipe, custom 4-inch exhaust system, custom intake, Aeromotive Eliminator Stealth fuel cell, Aeromotive Eliminator fuel pump, Aeromotive fuel pressure regulator, Nuke Performance/PPF fuel rail, Bosch 1600cc injectors, Peterson dry sump, custom billet oil pan, front-mounted intercooler, v-mounted aluminium radiator, 6x MSD coils, Autronic SM4 engine management system

Driveline
ZF GS6-53 6-speed manual, gearbox, Tilton clutch, custom flywheel, BMW M5 rear end, LSD

Suspension/Brakes
K-Sport coilovers, Powerflex polyurethane bushes, K-Sport eight-pot calipers and 356mm rotors (front), K-Sport six-pot calipers and 330mm rotors (rear), K-Sport hydraulic e-brake, Tilton 600-Series adjustable pedal box

Wheels
Zito WP111

Exterior
Custom aluminium front diffuser/air intake, custom aluminium rear diffuser

Interior
Full roll cage, QSP Raceware seats, GS Performance six-point harness belts, Racepak IQ3 display/logger, custom steering column, QSP Raceware steering wheel

The real Gatsbys: Rockefeller, Vanderbilt, Carnegie & Co

The 19th Century American aristocracy amassed great wealth thanks to steel, railways and oil. High society, with its lavish lifestyles and fabulous homes, impressed the young Jay Gatsby so much that he was going to join them, no matter what it took…

The Rockefellers: Fuelling modern times

Like so many from the 19^th Century’s ‘gilded age’, young entrepreneurs created empires to show off their wealth – among them John D. Rockefeller, a child of German descent.  Long before the Silicon Valley billionaires, his small family company was well known for its riches. In 1870, Rockefeller acquired a refinery and soon created the oil giant ‘Standard Oil Company’ (now part of ExxonMobil). The family’s heritage lives on in the Rockefeller Centre in New York City, and the comparatively modest Kykuit estate in the scenic Hudson Valley, just north of the Big Apple.

The Vanderbilts: The money's on the railway

In contrast to the reserved Rockefellers, the Vanderbilts (of Dutch origin) were a more dazzling dynasty. The patriarch, Cornelius ‘Commodore’ Vanderbilt, laid the foundations for his expanding shipping and railway businesses and his descendant, Consuelo Vanderbilt, famously married the 9^thDuke of Marlborough. The so-called ‘kings of logistics’ had a passion for glorious summer getaways, especially to Long Island’s idyllic Gold Coast. In the tranquil town of Newport, in New England, they built a mansion in the Beaux Arts (or American Renaissance) style, which was later featured in the 1974 film adaptation of ‘The Great Gatsby’.

The Carnegies: Men of Steel

 

Scottish steel tycoon Andrew Carnegie abhorred the pomp of the American aristocracy. He did, however, build a city palace on the Upper East Side of New York, where the Vanderbilts, Whitneys, Morgans, etc. also boasted plush residences. Whereas those families were patrons of the arts and social organisations, Morgan went further and funded a university (Carnegie Mellon), along with several libraries.

The Astors: Landlords of New York

Brooke Astor, who died in 2007, aged 105, was widely considered the last of the ‘old New Yorkers’. The Astors owed their vast wealth to the fur trade at the beginning of the 18^th Century, and the construction of New York City (hence their later nickname ‘the landlords of New York’). One of the Astors’ many summer getaways was the fantastic Beechwood mansion on Rhode Island. After moving in, Mrs. Astor had architect Richard Morris build a ballroom in the house, specifically designed to accommodate ‘The Four Hundred’: 400 of New England’s A-list – a list of carefree elites that Jay Gatsby would have dreamed to be on.

The Morgans: Natural bankers

The Morgans were ‘the Rothschilds’ of the United States and, like the legendary European family of bankers, encouraged investments in the expanding industry through their loans and connections. John Pierpont Morgan was also one of the founders of Chrysler, the American automotive company. Today, JP Morgan is one of the biggest banks on Wall Street. Morgan legacy includes the prestigious Morgan Library in New York, and the exclusive Metropolitan Club. John Pierpoint also owned Matinecock Point in Glen Cove, on the fashionable Gold Coast; however, the estate, shimmering beneath the distant towers of Manhattan, was demolished in 1980.

Photos: Getty Images

via Classic Driver

"City is my Playground" starring Ernie Vigil

The flicker of street lights and hum of neon signs are the only sounds heard. And into this tranquility is unleashed the ICON hero, 

Iso Bizzarrini A3/C: The free-thinker's anti-Ferrari

As an engineer for Ferrari, Lamborghini and Iso, Giotto Bizzarrini created some of the greatest Italian sportscar icons. The cars he created under his own name are less well known – but just as remarkable.

The peak years of his career began in 1957, with a move from Alfa to Ferrari: ‘Il Commendatore’ Enzo Ferrari personally took the young engineer to Maranello, a decision which paid huge dividends. As a development manager, designer, test driver and chief engineer, Bizzarrini influenced not only the development of the Ferrari 250 Testa Rossa and the Ferrari 250 GT SWB, but he also designed the world-famous Ferrari 250 GTO. Yet as well as being a brilliant engineer, Bizzarrini valued his freedom – and in 1961 he was one of the instigators of the Ferrari ‘palace revolution’.

After leaving Ferrari, Giotto Bizzarrini worked for Count Giovanni Volpi, for whom he designed the Ferrari 250 GTO ‘Breadvan’, as well as for tractor manufacturer Ferruccio Lamborghini in the development of the V12 engine for the marque’s first sportscar prototype. Iso Rivolta, too, benefited from Bizzarrini’s skill. It was with his help that the Iso Grifo came into being, first as the A3/L road car, and then as the A3/C race version, with an American V8 engine and lightweight aluminum body. It was a direct challenge to Ferrari.

Italian-American cooperation

The A3/C was built on a shortened Iso Rivolta chassis (another car designed by Bizzarrini), with a Corvette V8 front-mounted engine moved so far back that it’s almost mid-engined. While Iso continued to develop its road-going Grifo with help from Bertone, Giotto Bizzarrini worked away on his racing A3/C, with its thunderous 5.4-litre engine.

One of the most successful and famous of the Bizzarrini racers was chassis no. 0222 – the car pictured here (thanks to Fiskens where it currently graces the historic dealership’s showroom). This was the car that famously competed in the 1965 Le Mans 24 Hours, driven by Regis Fraissinet and Jean de Mortemart. At an average speed of 169km/h, chassis 0222 won the over-5-litre class and finished ninth overall, a spectacular result given the technical problems experienced during the race. After its success at Le Mans, Chris Amon started the A3/C at the Austrian Grand Prix, the 1000km of the Nürburgring and in Reims.

With its Chevy V8, the Iso Bizzarrini is a true racing beast. Heavy but nonetheless ferociously quick, it demands maximum muscle use at each gear change, and quick wits to balance the vast power delivered through relatively skinny tyres. This, without doubt, is a car made by real men, for real men.

 

Photos: Jan Baedeker / Fiskens Archive

The Iso Bizzarrini A3/C will be on display at the Wilton House supercars event on August 4, 2013, and is currently for sale at Fiskens in London. 

VW BEETLE RAT ROD PHOTOGRAPHY BY SAARANG DESAI

 Stunning VW Beetle Rat Rod Photography by D.Tek from New Jersey USA. Beetles have always been cool but a low riding rat rod just pushes everything else out of the way in the cool list. D.Tek or Saarang Desai has some serious skills when it comes to automotive photography. He has been perfectly capturing all kinds of custom cars in and around New York, lot’s of VW’s and old custom Japanese cars in the collection. If you want to see the finest collection of dropped and modified VW Golf’s online then please visit D.Tek’s flickr page, sit back and enjoy the goodness.

I spend a lot of time looking at photography for cars and motorcycles and really enjoyed looking through all of D.Teks work on Flickr. My favourite set by him was this VW Beetle. The location has been thought out really well, the rat rod look matches perfectly with the derelict factory and wood boarding . Although the body on the Beetle is pretty rough, the car is in really good condition. It’s taken years of doing nothing to get it like this with nature being the only thing to help, it does look cool as hell though.

It’s the little things that count when capturing the right look in a photograph, the simple addition of a vintage leather suit case just finishes of the car and all the images.

Images: D.Tek

Website: flickr.com/photos/dtek/

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