When BMW released the E30 M3 over 20 years ago, the world saw what BMW's Motorsport division was capable of. Compared to the standard 3-Series, the M3 was faster and more nimble. And it got a widebody and aerodynamic treatment so that anybody could spot one.
This wasn't the case in 1994 when BMW released the E36 M3. Sure, it got better brakes and a stiffer suspension than regular models, but there was no widebody to keep costs down. Even worse, US versions didn't get the unique engine. In fact, BMW essentially bored out the 325i motor to 3.0 liters (and later bored the 328i to 3.2-liter for '96-on M3s). For Cameron Richmond, this didn't go over too well.
After BMW Motorsport changed its approach to the E46 and E92 M3s, which shared the same engines as the European M3s, Cameron sought to give his E36 M3 the character and performance it deserved. He started with a widebody conversion. "Like most BMW Motorsport enthusiasts, I always admired the E30 M3 widebody," Cameron said. "I feel the E36 M3 got the short end of the stick because the only aesthetic differences were the bumpers, moldings, skirts and mirrors. So unless somebody knew their BMWs, many couldn't even tell the difference [between the E36s]."
When asked about aftermarket widebody kits, Cameron told us, "Compared to the E30 M3, most kits for the E36 soften the lines instead of bring the flare out to the swage line down the side of the car. I feel the E36 M3 deserves to stand out like an E30 M3, so I decided to build my own version, albeit quite a bit wider."
Custom widebody allows owner...
Custom widebody allows owner to run huge tires to cope with 750whp
WidebodyTo transfer the ideas in his head onto paper, Cameron hired Jon Sibal for an artistic rendition (you will have seen Jon's work in our "Photochop Challenge" features). With a Zeemax widebody kit already installed, the four fenders were chopped in order to start over. The front bumper was redesigned to accommodate the stealth-black intercooler, and the foglights were deleted since they never worked for him anyway. At the rear, the bumper was smoothed, even removing the cutouts for exhaust tips.
The beauty of this fiberglass widebody is the potential for limitless mechanical grip. Where other kits allow between 265-295mm rear tire width, Cameron's custom setup fits earth-moving 315s in the rear and 265s up front. With so much tire, 14" StopTech brakes were installed to handle the stress of braking. Even so, the ABS system only seems to awaken if it rains.
To maximize the endless lateral g-forces, Cameron installed H&R coilovers and Eibach anti-roll bars. The chassis was further stiffened with a strut tower bar and OEM X-brace up front, while Ground Control rear shock mounts and camber-correcting trailing arms were fitted in the rear.
Although costs were starting to add up, Cameron spared no expense to give his M3 the performance it richly deserved, enlisting the assistance of Tim Richards at Speed Force Racing in Santee, CA.
SFR built this 325i block...
SFR built this 325i block to 2.9 liters for greater durability under high boost
MotorThe stock 3.2 liter S52 engine was ripped out and SFR started work on a 2.5 liter M50 block from a '92 325i, using the crank from a '96 328i 2.8 liter M52 motor. With a slightly smaller bore than the M3 block, the M50 has more meat between each cylinder, allowing the use of a thicker head gasket to withstand the extreme cylinder pressures. Overbored to 84mm for 8.5:1 compression JE pistons, the displacement jumped to 2.9 liters.
Pauter forged rods were used for durability, while ARP main and head studs keep the head from lifting and the engine from flying apart.
Up top, a non-Vanos M50 cylinder head accepted a heavy-duty Ferrea valvetrain, including dual springs, titanium retainers and 1mm oversized wheels, while stock 325i M50 cams were also employed. The intake and exhaust ports were ported and polished, along with a multi-angle valve job, to optimize air flow.