Dont feel bad. Not everyone can own an E-30 3-Series with a 1999 E-36 M3 motor under the hood. Most people dont have the patience for placing an OBD II engine onboard an 1988 chassis for all the headaches that ensuethen again, Randy Sparre isnt your everyday kind of person. Despite all the hurdles, one thing is for certain: Based on the continuous smile on Randys face, he sure isnt blue.
Proving he was a little more than average, Randy decided the stock 325 engine in his E-30 needed to be replaced by something that would speak to him, thus a 1999 3.2L M motor was transplanted into the engine bay by Motronix Motorsports in Woodbridge, Ontario. Accompanying the engine swap were various other engine upgrades, such as a 1994 M50 BMW intake manifold, a throttle body that was bored 4.5 mm over stock, and an E-34 5-Series oil pan. To finish up the engine, Randy turned to aftermarket tuners and affixed Dinan high-flow fuel injectors, a Genie Street Sport header, DynoMax 2.25-inch exhaust piping, a Magnaflow catalytic converter, a Brullen muffler, and STW DTM-style tips. Taking care of the engine management, Randy opted for a custom-mapped GIAC chip. Strapped to the dyno, the E-30/E-36 hybrid is capable of 223 horses and 188 lb-ft to the wheels.
Transferring the power from the engine to the wheels was a tough job, and for that, Randy methodically replaced or modified virtually everything. The first step was to get the power past the clutch, so a Sachs Stage 5 clutch was added. Next on the list was a 3.73 BMW limited-slip differential, allowing the wheels to evenly apply the power to the road, followed by a custom-lightened flywheel for quicker revving. Once the car could take the power, a Motronix short-shift kit was added, allowing the transition of gears in half the time.
Moving onto the suspension, Motronix Motorsports was called upon once again. This time, ERS coilovers, with Eibach springs and Bilstein shocks, were installed on the front, while Intrax lowering springs and Bilstein shocks dropped the rear. This suspension combination allowed the car to be lowered 2.25 inches in the rear and 2.75 inches up front, giving the car a forward rake and an incredibly aggressive stance. For more cornering agility, Suspension Techniques adjustable solid front and rear sway bars were bolted in, while Suspension Techniques urethane bushings held everything firmly, and a Sparco front strut brace tied the chassis together.
Inside, OBX reclining seats and Sparco four-point racing harnesses grab the driver and passenger, while a custom six-point R30 white rollcage protects the occupants. As a convenience feature, the portions of the rollcage that pass by the doors are removable, making getting in and out on a daily basis easier. Auto Meter Phantom-series gauges were placed just in front of the shift knob. In addition to the voltage and oil pressure instrumentation, a boost gauge was also fitted, anticipating the day the Vortech supercharger would make its way under the hood. Once at cruising speeds, Randy can click on the Kenwood head unit and enjoy the tunes that pervade the cabin. Powering the JL Audio 12-inch sub that resides in a removable sealed case in the spare tire well and the Cerwin Vega/Eclipse 5.25-inch component speakers are Zapco AG360 and AG200 amps.
Matching the performance of the engine and suspension, and meeting the safety of the interior appointments, Wilwood four-piston calipers and 11.2-inch front rotors were installed. Brembo rotors were placed in the rear, while Hawk Brake pads and Goodrich stainless steel brake lines take care of the rest. Covering the brakes are lightweight Compomotive 18x8 wheels and Yokohama Parada 225/35-18 tires. On the track, even lighter HRE 15x7 Club Linea wheels and Toyo RA1 Proxes take care of the traction.
To meet this new, aggressive performance head-on, a Rieger GTS body kit was added to the 325s exterior. After that, an M-Tech rear spoiler was added, as well as a 1.5-inch aluminum front splitter, an M3 antenna, and side skirts off a 1993 Civic hatchback. Once everything was attached, Randy wanted to paint the car a color no E-30 Bimmer had been painted before, so he headed to Unique Auto and Collision, where the car underwent a coating of Electron Blue Pearl. If you think youve seen this color before, chances are you have, but its usually on a Honda Civic Si. Staring at the Bimmer for any amount of time, however, makes anyone realize this car wears the color better than any Honda could dream of.
In reality, sliding a 1999 3.2L M motor into the E-30 chassis wasnt the most nerve-wracking part of the buildup. Rather, matching that level of performance throughout the entire car took patience, ingenuity, and guts. Taking a German beast and improving on it ten-fold is an obvious winnerutilizing Honda parts to complete the package was risky, but it was a chance Randy was willing to take. Chancing persecution from his friends, Randy utilized parts that looked good regardless of where they came from. The end result is what you see here: a blue E-30 that can kick anyones butt