Ballin’ on a Budget: Zach’s 1993 BMW E32 740i Jalopy

If you grew up on Hardy Boys novels like myself, you may remember Chet and his ‘old jalopy’ that would occasionally cough, smoke, wheeze, and rattle its way into the crime-solving duo’s stories. This was my introduction as a child to the idea that you could so comfortably rely on something so obviously dilapidated and old that it becomes a part of your identity. The jalopy spurned a lifelong love affair with broken and aging cars that I don’t foresee ending in the immediate future. I am clearly not the only one who prefers something with more ‘character’ to drive around, as my subject of scrutiny today is Zach’s 1993 BMW E32 740i.

The E32 was introduced in 1987 as the second 7-series and the successor to the E23. Technically, for you BMW nerds, the E32 is the third 7-series if you count the old Bavaria. The E3 Bavaria eventually split to become both the 5 and 7-series after it ceased production in 1977. This example is one of the later model E32s, and at a spritely 25 years old, it is barely beginning to show its age.

The E32s were offered with a 3.0 liter straight six, BMW’s first ever production V8 in 3.0 and 4.0-liter versions, and the top-of-the-line 5.0 liter V12 for which the model is most widely known. Anyone familiar with BMW M7x 12-cylinder engines knows why they are both fantastic marvels of engineering and also most undesirable as the power source for your beater BMW. Since Zach has plans to use this fine example of German luxury as his winter daily, the smart move was the 740i with the M60 4.0 liter V8.

Speaking of the engine, this one is 211,000 miles young and still provides eye-widening acceleration when you put your foot to the floor. The beauty of this car is that it produces (or did when it was new) close to 290 hp, yet it does so with a quiet dignity. It seems to say ‘oh alright if you insist’ and then takes off in a manner most surprising of a quarter-century old road boat. While it does burn oil (quite dramatically) and suffers from a ‘DIY transmission service’ that makes shifting gears a coin flip, it does not feel like it is in the throes of death. It does feel like it might consider the idea of death, though.

The fun surrounding cars like this is the duality of the whole purchase. You are sitting in something that is still a luxury car, by definition. One that demanded eye-watering retail prices when it was new thanks to its mile-long equipment list and over-engineered solutions to problems that didn’t exist. These cars were opportunities for the designers and engineers to build something without limits; something they knew did not have to be accessible to the vast majority of the population. The E32 is still a one-percenter’s car, but it now costs less than your average Mercedes-Benz oil change. This is champagne priced like beer. It may be a little flat and the bottle might be dusty, but hey, who can argue with that?

I spent an afternoon with Zach’s car and tried my best to get a feel for what it would be like to drive this car daily. Here at ECS, we love old BMWs and jump at any chance we have to drive them. This one was yet another excuse to get behind the wheel of my favorite marquee, so I happily agreed. Old BMWs, no matter the condition, all fall into about the same category: fun but exhausting. You find yourself instantly having fun in the driver’s seat, benefit from a few moments of excitement, and then the car is broken in some catastrophic way that demands a full rebuild. This one, an unrestored example that has been a daily driver for its whole life, is no different. Nothing could spoil the fun of driving, though, even a catastrophic failure. Who cares if there are squeaks, rattles, and the smell of trans fluid? The fact is, owning and driving something like this E32 makes life, and your commutes, entertaining.

For those commutes, the E32 offered the pinnacle of comfort in its day. When it was new, the interior was a comfortable sitting room of leather with individual climate and stereo controls for passengers. Now it is still that, but the standards of luxury have definitely shifted. It takes a special kind of person (one as stupid as myself) to get into a car and not think ‘what, no seat massagers, autopilot, and apple car play?’ If you have read this far, you probably share my sentiments that cars are meant for driving and enjoying. All the technology, gadgetry, auto-functions, and ‘convenience’ features found in even the most basic commuter cars these days kill the experience. This car is an example of the most luxury you can imbue upon what is essentially still a driving enthusiast’s car.

Back to the fun of an old car, this one displays qualities every beater should have: it runs despite myriad mechanical problems, always requires work, puts a smile on your face when you drive it, and gives you a carefree feeling that comes from not worrying about the car staying perfect. The last fact is the most important since that is the point of a beater. You want something that you don’t have to worry where you park it or wouldn’t shed tears over should a rival mobster decide to redecorate it with explosive devices. The E32, at the price equivalent of a second-hand iPhone, gives you all of that and more.

Stylish dignity, refined power, excessive amounts of blow-by, and a finicky transmission make this E32 7-series nearly the perfect daily driver and old jalopy beater. Though it is extremely obvious that the car is 25 years old, it still feels like something you want to drive. There are plenty of sacrifices driving old broken cars forces you to make, but at the end of the day, getting where you are going in an old luxury car with tons of character is much more exciting than driving something new that always makes it to the destination. We love old cars to the point that many would consider us masochists for what we are forced to endure in owning them, but their disapproval will never outweigh the fun to be had with something that has a soul and a carefree attitude. Stay tuned to see more about this car and some other beaters in an upcoming series we have yet to announce! You can see it all right here at ECS Tuning.

N54Door: Tim’s Built BMW E90 335i 6-Speed Review

Cars and pets often resemble their owners. Whether it be an intangible attitude or uncanny physical resemblance, somehow you can’t help but think the universe brought those two together whether they are aware of the similarity or not. Such is the case with Tim and his BMW. The two share an exuberant and positive outlook that builds incredibly fast, not unlike the turbo spool from under the carbon fiber hood.

I approached Tim and requested that he give me the run-down on his BMW with the intention of understanding what it is like to daily drive a nearly 500 horsepower E90. He was more than happy to oblige and invited me to lunch where we were able to chat about his car.

The car in question is his heavily modified pre-LCI E90 335i powered by the (in)famous N54. This, however, is not just any E90. Tim is clearly a fellow who likes to push things to the extreme. Both he and his car have this palpable aura of curiosity to see just how far they can improve on what they have. Tim is a positive and excited guy who very clearly works at maximizing his physical potential, which explains why his car reflects that attitude. The E90 has been modified extensively from the suspension to the engine to produce as much street-drivable power as possible while retaining its utility as a passenger sedan.

Although high-horsepower N54s are nothing new, (hell, the engine is over ten years old at this point,) Tim’s E90 seems to be the only one that has not experienced the issues for which the engine is equally well known. I was told there was a rocky relationship between Tim and his car as it has been under the knife several times and only sees the road somewhere around 50% of the time he needs a car. What I found, however, was unexpected. Contrary to my impression of power-chasers, Tim has a true understanding of how to take advantage of the N54’s potential without making sacrifices to drivability or compromising the car’s reliability.

He advised me that the common pitfalls with N54s are the impatient owners themselves, not necessarily faults with the cars. Yes, the N54 has wastegate issues and needs expensive walnut shell blasting to de-gunk the ports and valves, and the injectors occasionally spray fuel all over the engine, but it is otherwise the most usable German engine to rival the 2JZ or RB26. Again, the power capabilities of the N54 are news to no one, but the daily drivability that Tim’s car provides is something of a first in my experience. His work has quite obviously paid off, as the engine produced nothing but power and wonderful noises during our drive. I have driven a stock 335i sedan and was left unimpressed. This car, however, would completely change my mind.

The most important part of building an N54, like many other high-performance engines, is to address any and all maintenance concerns before throwing more power to the crank. Tim walked me through some of his early years owning the car, which primarily consisted of maintenance related parts. The benefit of an engine that is notorious for certain problems is that you already know where to start: he took care of the pressing concerns early on and then began building for the reliable power output he produces now. Just like keeping yourself physically fit begins with the foundation of a proper diet, the foundation of any build is the condition of the car itself.

This seems fairly obvious, but the number of blown-up N54s for sale on Facebook and Craigslist shows just how many people decide to tune their car before it can take the extra power. Tim took care of everything major before he began to make improvements; all the while he kept in mind a specific power goal. He knew the clutch un=pon which he decided would only take up to about 650 horsepower, so his terminal power output had to be at or lower than the ability of the clutch. With that in sight, he set to improving the E90.

Under the car, you will find a set of Bilstein PSS coilovers that drop the BMW down on a set of Avant Garde wheels and sticky Nitto rubber. The suspension, as well as the Cool Carbon performance brake pads, allow the E90 to easily apply all 500 horsepower to the ground in an astonishing punch. Riding in the car is surprising, but definitely not scary like some I have experienced who forgot that going fast means you need to stop fast. The factory calipers paired with those Cool Carbon pads are plenty to reign in the car from a full-out sprint, which is impressive, to say the least.

Powering the car is the Frankenturbo-equipped N54 which is fed a steady diet of methanol and upwards of 20 pounds of boost. Right now, according to Tim, the car sits conservatively around 500 horsepower on its JB4 tune and the current settings. However, with some minor modifications, the Frankenturbo Rev3 twins can push more pressure and the timing can be adjusted to make close to 650 horsepower, which is his present goal. The meth-injection kit for this car is one of my favorite modifications because it adds power as well as reliability. As we mentioned, the N54 is known for gumming up its ports with carbon buildup. Steam cleaning the engine with a water-meth bath is possibly the best form of preventative maintenances one could apply to an N54. One that also provides 1600cfm of power-boosting explosions.

After showing off the neat and tidy engine bay and walking me through all his modifications, we hit some back roads to take the long way for some lunch. Despite a carbon fiber hood and trunk combo, as well as the wheels and stance, the E90 still is not what I would call ‘attention demanding’. It is quiet and fairly unassuming until Tim puts his foot down. The car is completely tame and feels similar to any other 3-series at normal driving speeds, but a depression of the throttle utterly transforms the car with a massive squeal from the Tial BOV between shifts. Even with larger turbochargers, the boost is nearly immediate. This lead to some eye-widening accelerations as Tim pinned the both of us to our seats with an all-out pull.

Since the E90 is a sedan, it is usable on a daily basis for regular errands and work commutes. I had difficulty picking out normal sacrifices present in most other modified cars when we were sticking to the speed limit. When Tim punched it and the car rocketed down the Wadsworth back roads, I still couldn’t find anything that just stuck out as hard to live with. I actually had to ask if there was anything that made the car inconvenient after he had modified it to this extent. Surprisingly, Tim had trouble thinking of anything himself. Besides the amount of work that he invested in making the car what it is, it has never left him stranded or given him trouble as a daily commuter.

His goal, besides big power, was to have something he could enjoy driving at any speed, regardless of the trip. He wanted a car could take to work, shows, or the track without a moment’s hesitation. With the current setup, his car handles exceptionally well and provides more than enough power to get anyone into trouble, but doesn’t punish you for driving it that way. The four-door layout gives the E90 a utilitarian side and makes it something Tim can take anywhere without changing cars. This is in line with his ultimate goal of having one car that really can do it all.

Thanks to modern technology and the help of manufacturers who develop parts for the E90 platform, he has been able to realize that goal. The E90 335i is realistically limited in the amount of power you can safely pull from the engine, but Tim is determined to reach that threshold. His dedication and commitment to finding the true potential of the platform without extensively modifying the frame or switching engines speak volumes about his personality, which fits exceptionally well with his chosen car. For the last few years, it has undergone many revisions to bring us the powerhouse I had the pleasure of experiencing, but the spirit has remained true. Tim aims to find the upper limit of his E90 while still using the car as his daily. Thankfully, that power goal may happen sooner than later, as he plans to adjust the tune and throw the car on a dyno in the near future.

With our drive over, it was sad to say goodbye to such a wonderful car. As a vintage car enthusiast, it takes something special to make me think so deeply about a contemporary car. Speed and power have never been as intoxicatingly tantalizing as they were sitting in the saddle-brown interior of Tim’s E90. The car is well balanced between its excitable N54, the planted suspension, sticky tires, and high-energy driver. This E90 is the perfect example of one car that does it all, which truly reflects its owner. I look forward to seeing the car reach that 650 horsepower mark, and you can be sure we will cover that breakthrough when it happens right here at ECS Tuning.

Adventures in Cincinnati: Unplanned Repairs, Engine Building, and Local Car Meets!

Just before the weekend, we wrote about how to better enjoy those less exciting DIY repair jobs with some tips that help us keep a positive attitude towards unplanned repairs. As if to test the claims, the universe coincidentally responded quite appropriately. The drive from Akron to Cincinnati that was more stressful than originally anticipated, we attended multiple car shows, and a major unplanned repair were just a few of the highlights from the weekend.

With cars, the unexpected is the only real consistency we enthusiasts experience. The original weekend plans to attend Wolfsgart in Burlington, Vermont fell through, so a trip to Cincinnati to visit some BMW friends became the impromptu replacement. I decided to drive the E30 convertible since it didn’t get the full road trip it was promised, which ended up being for the best. Just before I left, my temperature gauge began dancing around. No big deal, just a possible fault with the cluster or the temperature sensor. I grabbed a spare cluster laying around my shop, packed up my ridiculous amount of tools needed to drive the E30 long distance, and took off with my dog riding shotgun.

Just outside of Wadsworth, the temp needle started to creep towards the danger zone. I knew the cluster or temp sensor, or possibly both, could be lying to me, but playing around with cooling issues is not something that should be made a habit. Fortunately, a bit of congestion allowed me to dip out of line to check the actual engine temperature and put the convertible top up just in time for a torrential downpour. Fortunately, the engine seemed happy enough and not above operating temperature despite the gauge indicating otherwise. This, however, would mean my first priority was a full diagnosis of the issues.

I arrived in Cinci to my friend’s house, an enormous bastion of BMW performance smack in the middle of downtown, and began forming a plan for the next day’s full schedule of car work. Cars and Coffee at Fuel, a local coffee joint, would start the morning off with the right foot. Afterward, we made trips to the local parts stores for some tools and parts for the M30 one of them is building. However, as is often the case for BMWs, a quick pitstop for beer ended with an unfortunate disaster: the alternator in the recently S50-swapped E36 drift car fried. We rescued the E36 with a few batteries donated by our other BMWs and returned to tackle its issues alongside our other ongoing projects. This was the first in a series of unexpected repairs we made throughout the weekend.

We rescued the E36, brought it back, and chucked in a new alternator. After that little fiasco, I dug into my car. I decided a full compression test was in order for the M52 in my E30. I feared the worst, but before I threw any parts at the car, I knew I needed to officially diagnose everything. Since it is an OBD2 engine, I hooked up a technician friend’s Snap-On scan tool and checked the codes. All the codes were ones I was aware the ECU stored as a result of hastily deleted systems during my initial swap, so nothing was out of the ordinary there. Compression testing revealed that each cylinder had equal compression: absolutely no blowby and high PSI across all cylinders, which meant the head gasket had not been blown. This was excellent news, so I took a break from working in the 100-degree heat to join my friends working on the M30.

The M30 that had been yanked from a 535is had been torn completely down to a bare block recently and just resprayed. The head, oil pan, and timing covers had all returned from the machine shop, so the fun of engine building began. We meticulously reassembled the engine bit by bit over a few cold drinks and snacks before I returned to my own car to finish putting the coils and beauty covers back in. It was then that I had a few choices to make as to how I would proceed with my car.

Since the engine diagnosis showed only good news, I had a few choices to make. My laser gun showed that the engine was sitting steady at the correct operating temperature, so the sensor or the cluster had to be my culprit. With a simple process of elimination and thorough diagnosis, I did not have to throw parts at the car and hope for the best. It just goes to show that the fastest way to do those DIY repairs is generally to do them the correct way, not the ‘quick way’ like just throwing a new radiator in and hoping it solves the issue. So many other things could be wrong with the car, so you always want to take the time to investigate the causes rather than treating the symptoms.

After I swapped out the faulty cluster with a spare I brought, it was only a few minutes before the universe proved that one way or another I was fated to dig into an M52 cooling system. No sooner had some of my friends left for a dinner date in their E36 vert than did we receive a distressed call: the notoriously weak cooling system had failed them.

A mere two exits up the highway, we found the pair on the side of the road with a very smoky E36. The water pump bearings had seized, which wrenched the water pump pulley, belt, and fan from their correct location and scattered several of their components all over the front of the engine bay. Fortunately, they stopped as soon as the car overheated. It goes to show that after a day of fiddling with unplanned issues, you still have no idea what to expect when you drive 20-year-old cars on a regular basis.

With their date plans canceled, we returned to the house to play musical cars and move everything to a more convenient place so we could easily knock out the repairs on the E36. Even with professionals, the predictably unpredictable cooling system of certain BMWs can be a complete curveball that requires you to drastically alter your schedule. We arranged the driveway and shop to a configuration more conducive to quickly taking care of the repairs and called it a night after that somewhat defeating failure. As the light faded, we felt slightly dejected before calling it a day.

The following morning, we postponed our immediate repairs to attend the once-a-month Gears and Beers hosted by Madtree brewing company in Cincinnati. The parking lot was not exceptionally full at any one time, but a steady trickle of unique cars kept us entertained enough to take our minds away from the nagging repair waiting a few blocks away. Noteworthy appearances were made by an original condition Vanagon Westfalia and a few immaculate E30s. The Audi S6 Avant we brought fit in well with the quirky crowd of eclectic individuals.

After G&B, a trip back to the parts store, and a short stopover at the grocery store, we had everything needed for our water pump job. While we prefer to purchase our parts from the lowest cost distributor, sometimes immediate repairs restrict the number of choices you can make. Such was our case, and we forked over the retail store prices for a new thermostat, coolant hoses, water pump, pulley, and accompanying hardware.

Fortunately, the damage was contained to the water pump failure and the shredded belt. The radiator survived its fight with the fan and nothing else was damaged. A quick parts interchange and coolant bleed had the car once again happy while the owner visibly relaxed. Thanks to some quick thinking, good friends, and a few frosty beverages, the E36 barely spent any time in the shop and was able to hit the road that evening for a top-down cruise. With all the right elements, even a disappointing failure that means immediate service can still be enjoyable.

With the repairs to the E36s complete, a clean bill of health for the E30, and a freshly built M30 engine to drop in a 1980 E24, the weekend rounded out perfectly. A comfortable drive back to Akron late Sunday evening provided the icing on the cake as I was able to thoroughly enjoy driving a car with the knowledge that the engine is strong. My dog and I cannonballed back around midnight (obviously we obeyed all traffic laws) and made it safely. The surprise-filled weekend behind us, we can now look forward to more unplanned repairs with a similarly positive attitude while we work on new exciting projects. Stay tuned for more adventures in old BMWs!

5 Ways to Make Your Next DIY More Fun on Your Audi, BMW, MINI, or Volkswagen

When you own a vintage or performance car, the goal is to have more fun times driving it than you have moments that make you frown. As with any hobby, however, there are those times that something goes wrong or its just time to take care of that nagging maintenance. Whether you are driving something old or something new, it is always critical that you take care of those concerns before they turn into something much worse. Even though its just basic maintenance, it is still part of the fun in owning something special like a classic or performance vehicle. Here is how you can be sure to have a fun time even doing something that many would consider tedious.

First and foremost, working on cars is always best enjoyed with a good friend or group of friends. Owning these cars makes us part of an exclusive club where we are sure to form tons of lasting relationships based around our common interest. These maintenance jobs are the perfect opportunity to strengthen those bonds as well as make basic grunt work on your car fun. So grab your friends, a few frosty beverages, and come up with a game plan.

Next, you need to be serious about ensuring the work is done properly and with the right parts, but don’t get so engrossed that you take the job too seriously. Remember, as long as you are careful and meticulous, you have nothing to worry about in your DIY job. Be relaxed and enjoy the time you spend wrenching on your car with the end-goal always in mind that it will get you back on the road with a smile on your face and the satisfaction that you did the job yourself. One easy thing to do is set out a piece of cardboard and place all your hardware in order into the cardboard. It makes putting things back together incredibly simple and stress-free.

Make sure you have the right parts and tools for the job. Often, one of the things I enjoy most about DIY’ing is how much my tool collection grows. If I don’t have something I need to work on the parts I am attempting to replace, then I get to use that as an excuse to justify the purchase. Schwaben has pretty much everything from your most universal to incredibly specific tools to help you get the job done right, while our Assembled By ECS kits come with all the right parts hand-picked by our team to ensure you have the best replacements all in one box to go start to finish on your DIY the right way. With all the components for your job start to finish included in one box, you won’t have to make back and forth trips to the closest parts store and pay a premium: if they have it.

Take your time: sometimes, especially with northern cars, you have to fight your way through uninstalling the faulty or worn parts. This can easily frustrate even the most patient at-home mechanic, so keep a cool head on your shoulders and a cold drink on hand while you focus on one piece at a time. Know the job will be finished and you will not become discouraged. Keep chugging away at it and don’t put too much stress on completing the job right then and there. It may be a little more inconvenient to place a restriction on yourself and know you aren’t going to be finished in one sitting, but it is better to take your time and spend a few days on a job than to rush and mess something up or become aggravated. Remember, we want to have as much fun as possible so maintaining our cars is still a hobby and not a chore.

Lastly, consider filming the whole process. You can easily set up your phone to record and show places as you encounter them that give you trouble. Look at it as a chance to help someone out in the future and maybe make a video that gets a ton of views. This can make the process more enjoyable as you will have something to make you slow down and step back on occasion rather than rushing through the job. It also allows you to go back and reference your pictures or video should you forget how something goes back together or where you put something like that pesky 10mm socket.

With a successful DIY complete, you always feel a sense of accomplishment and pride in knowing you are capable of taking care of your car. With the Assembled By ECS kits, which are kits we assembled based on our own need for a start-to-finish project all in one box, you can be confident everything you need will be there for you so you don’t have to keep going back and placing orders for that one thing you forgot. Take the guesswork out, lower your stress, slow down, have a drink, and enjoy your next DIY with Schwaben Tools and Assembled By ECS complete service kits.

 

 

 

Why you should consider the BMW E39 5-Series as a Drift Car

As the world becomes a smaller and smaller place thanks to social media and the ability to instantly connect with anyone anywhere, the lines between cultures are blurred. When the drift car craze hit American shores in the late 90’s, there was a clear distinction between JDM styling, domestic muscle, and the refined German sports-luxury vehicles. Not all JDM cars were acceptable platforms for modification, so only some gained the exponential growth in popularity and subsequent increases in values as the demand grew. Fast-forward to a few years ago, we see the prices for early 90’s JDM rear-wheel-drive, manual transmission, drift cars hitting all-time highs. The cost for a used S13 tripled around 2015, which spurned a wonderful shift in the culture around drift cars. Less popular models like larger luxury sedans and European alternatives became more affordable in comparison, so drift builds began to incorporate unorthodox vehicles. Not all are created equally, however. If you are a European enthusiast, your options for drift builds are as endless as your imagination, but one stands out as a clear victor: the E39 5-series is the ideal drift car, and we are going to explain why.

First, the drivetrain layout. The E39 is a rear-wheel-drive, straight six or V8 powered, mid-sized sedan. The engineers at BMW made it a point to maintain a near 50/50 weight distribution for which their cars were famous, and the new 5-series for the 1990’s was no different. Produced until 2004, the E39 exhibited many tech features that made it a comfortable business sedan, but it also held true to its performance roots. Their sportiness plays a huge part in the drift build since it makes for less work off the bat and less downtime before you get sideways.

The FR (front engine, RWD) layout is a must for any drift car, but almost equally important is the wheelbase. Too short of a wheelbase makes drifting increasingly difficult. Cars like E30s, Miatas, AE86s, and other shorter-wheelbase coupes are often go-to answers for ‘what drift car should I start with’, but they have a snappier feel and can be more challenging to sustain a drift or transition smoothly, especially on larger tracks. For someone looking for an all-purpose drift car and daily, the E39 offers a longer wheelbase which means skids are incredibly controllable. The downside is you need power to initiate the drift, but the E39 has no shortage of power. To provide a comparison, a popular JDM drift car platform is the Lexus GS 430 sedan, which has a wheelbase of 110”. The E39 is a 111.4” wheelbase and the same drivetrain layout, but with better chassis balance front to rear and arguably is a more rigid car. You can already see that there may be some merit to the claim. If you are looking at a Lexus or Toyota big body, a BMW E39 is an alternative you should consider.

Moving on, the E39 sported a multi-link front suspension and a rack-and-pinion steering box. This makes pulling more angle from your steering quite easy. Additionally, the E39 steering rack can easily be swapped for a tighter ratio rack from a sportier BMW. Popular modifications common to purpose-built drift cars to achieve more angle, no suspension or drivetrain deflection, and tighter steering are now widely available for BMWs.

The swap between other OEM parts is another benefit for those who are steadily joining me in ‘Camp E39’. BMWs are fantastic platforms to customize in the spirit of OE Plus modifications since so many performance parts were offered from BMW that interchange across models. Bigger brakes, more aggressive wheels, stiffer suspension, performance exhaust, and various engine components can all be sourced from BMWs on which they were originally equipped to make your E39 a competent drift car without forking over the contents of your piggy bank or hunting an aftermarket option down that may have questionable quality.

Maintaining the theme of parts compatibility, the E39 came with one of five engines. A 525i sported the M50B25TU, a VANOS equipped, OBDII, 2.5 liter straight six. These are incredibly popular engines and can be found in 5 series and 3 series cars quite readily. Next, the 528i had a slightly larger version of the straight six denoted the M52B28. These are equally easy to maintain and share almost all parts across all BMW straight six engines of the time. The 530i had the biggest straight six, the M54B30. These are essentially de-tuned E36 M3 engines and the most desirable to have for a drift E39, in my opinion. Lastly, the M62/S62 engines found in the 540i and M5 respectably were the big V8s BMW equipped their top-of-the-range 5 series cars in the day. The M5 is still incredibly pricey, but the 540i offers a close second choice at a much more reasonable cost. The V8 is a high-revving engine that behaves more like a straight six than a traditional V8 in the power delivery. These can provide tons of power and fun if yours is well sorted and maintained. To speak to compatibility, all these engines can be found in 3-series or 7-series cars and are quite cheap.

Sticking with the engine topic, drift cars rarely keep their engines stock. The engine range found in E39s are popular for modification and can be upgraded for minimal costs. Aggressive camshafts, a tune, performance exhaust, and basic maintenance is all it takes to squeeze more power from the 6 or 8 cylinder engines. If you want to take it to the next level, the M5x family of straight sixes absolutely love boost. A turbo setup on one of these engines can cost upwards of $2,000 but can be achieved for as little as about $800 if you are thrifty. This creates a whole new element of driving your E39. While you do not need more power to learn, the E39 will most likely become tame and boring as you progress. Having the ability to slap a turbo on the M5x can keep your E39 relevant as you improve. Buying a turbo setup is much cheaper than building a new engine or switching cars, after all.

Suspension, once again, is a big part of making a drift car slide easily without rolling over like a dog. Tons of suspension options ranging from ‘cup kits’ to full coilovers give you no shortage of choices in determining your suspension setup. A set of inexpensive coilovers with adjustable camber, dampening, and ride height is ideal in order to reduce wheel travel and increase the rigidity of your suspension.

E-brakes are critical for beginners. The standard E-brake in any car is not designed to be ripped around for line correction, so upgrading these are pretty much required for any platform. Fortunately, dual caliper setups in E39s are nothing out of the ordinary and they are easily acquired or fabricated. The dual caliper setup will allow you to install a hydraulic e-brake and independently lock your rear wheels. Since the E39 can be easily converted for this, we once again see a major benefit in choosing one as your drift car project.

Weight savings are also critical if you are serious about getting sideways. You want as little weight to move around as possible so more power is dedicated to spinning the rear wheels and sliding you around the track. E39 interiors are generally easy to strip. The car was designed to move quite a bit of technology, as we mentioned earlier in the article, so there are tons of non-essential comfort features you can remove and expect quite a performance increase for exactly 0 dollars. The heavy powered front seats come out simply, as do the rear seats. The car has a lot of sound deadening and plush upholstery, so go ahead and ditch all that, too. When you are done, you will have a surprising amount of weight pulled from the car, which translates to better acceleration.

Finally, there is the ‘cool factor’ all drift cars need. This is a mid-size, luxury-performance, BMW sedan. What isn’t cool about it? While everyone out there is rolling around in trashed S13 rust buckets for which they paid double or even triple their actual value, you can experience better quality and cheaper cost of ownership with an E39. The iconic kidneys, understated exterior, and smile-inducing size of the car make whipping one sideways an experience for sure, and damn if they don’t look good doing it.

So let’s summarize with a comparison. For our side-by-sides, let’s look at both a 530i and a 540i. We will stack them against an S13 240sx and a Lexus LS300 respectively due to their overall similarity.

2002 E39 530i –

M54B30 3.0 liter straight six: 230hp/220lb torque

Wheelbase: 111.4”

5-speed manual option or easy to swap

Curb weight: 3,400 lbs give or take

Four doors for more things that rhyme with doors.

Average Used Cost: $3,000 – $6,000

1990 S13 240sx (USDM ONLY)

KA24e or KA24de 2.4-liter I4 – 155hp/160lb torque

Wheelbase: 97.4”

5-speed manual option or easy to swap

Curb weight: 2,700 lbs

2 doors only

Average Used Cost: $5,000 – $10k

When we compare the two, you can see fairly even performance given the power to weight ratios between them, but we have a clear victor. The E39 offers more power, easier parts availability, cheaper purchase prices, cheaper cost of ownership, and more convenience to use if you are restricted to only one car. The E39 530i is clearly the better choice.

2002 540i:

M62B44 4.4 liter V8: 282hp/310lb torque

Wheelbase: 111.4”
5-speed manual option or easy to swap

Curb weight: 3,800 lbs give or take

Four doors for more things that rhyme with doors.

Weight Distribution: 52/48

Average Used Cost: $3,000 – $6,000

Lexus GS430:

1UZ: V8 300hp/325lb torque

Wheelbase: 110”

No 5 speed available, easy to swap

Curb Weight 3,700 lbs

Four doors

Weight Distribution: 53/47

Average Used Cost: $2,000 – $5,000

While the Lexus and BMW here are quite even, the reality is that the BMW is an easier car to get in and drift. Since the manual transmission available in the BMW means you can either get in and go or easily find a trans and pedal assembly to swap, you have a very short amount of downtime, if any, before you have fun behind the wheel. The 540i can be slightly more expensive, but they also can be slightly more desirable. Drift ready GS’ are already becoming increasingly expensive considering what you have to do to make them so. The 540i needs its diff welded and it is ready to slide on the track as-is. Not only that, but the aftermarket community for the BMW is arguably stronger and the resale value is higher. This favors the BMW E39 540i in our book.

As you can easily see, the E39 in any form offers an incredibly valuable combination of attributes that make it the perfect drift sled in lieu of otherwise ‘traditional’ drift cars that now demand a premium thanks to their popularity. With an E39, you are not only a part of the elite BMW driver’s community, but you are also situated in the perfect position to drift a more competent car than everyone else without spending any more money. Rather than hunting for abused used parts, arguing with craigslist posters who “know what they have, no lowballers”, and trying to piece back together a 30-year-old S13 with a million track miles, make the smart choice. Invest in an E39 for the best bang for your buck and quite possibly the next ‘drift tax’ bubble. Right now, few are aware of these cars’ potential in the drifting arena. Be a trendsetter and take advantage of their relative affordability while you can and still be unique with your choice of vehicle without sacrificing performance on the drift course.

80’s Nostalgia is here to stay with Audi, BMW, and VW

In recent years, 80’s nostalgia has become hot in terms of fashion. Whether it is just the ridiculousness of 80’s fashion or the desire to remember a time when things just made a little more sense does not matter. The reality is, 1980’s throwbacks are in and here to stay for the time being. Part of that 1980’s appeal is from the lifestyle, part is from the appliances and gadgets that made the lifestyle possible. None were more important than cars, in our opinion, and the best of the best were the German cars from the time.

While the rest of the world satisfies their desires for all things vintage, the car world is given a special treat. It is not often that you can pick up an economy hatchback with few to no amenities and be considered ‘hip’, but right now is a unique point in time where driving something like a VW MK2 GTI can get you noticed outside the car community. Just like anything, however, not all 80’s cars were created equal. There are some that have risen to prices out of reach to the normal enthusiast and others that would be about as advisable to own as stock in ENRON. So we are going to take a moment and list the cars we believe to be ‘in’ right now that are affordable, fun, and easy to turn into something eye-catching.

Audi:

Audi in the 1980’s had just broken into Group B rallying with the introduction of their new Quattro AWD system that was fitted to their Ur Quattro. While the Quattro coupe is hard to find, examples in working condition that are not a beefed-up rally-spec version are still less than $10,000. The Audi Quattro is a hatchback with plenty of visibility, an iconic 5-cylinder turbo engine, and the unbeatable all-wheel drive layout for which it gained fame.

BMW:

The 1980’s saw some of BMW’s best creations. The E21 phased out and was replaced by the incredibly popular E30, which is the most advisable model to purchase. The E24 6-series also sported a mechanically bulletproof 6-cylinder, making it an excellent choice if the compact E30 is too popular or too small. Finally, for the discerning enthusiast, the E28 offers luxurious comfort and sporty performance in a (relatively speaking) larger body. Any of these models can be purchased in the $5,000 range in working condition and are easy to drive and maintain.

VW:

The VW MK2 GTI, MK1 and MK2 Scirocco, MK2 Cabrio, and Westfalia Eurovan are all easy to find. While they may fetch a heftier price, the Westfalia vans have reached new heights in popularity thanks to their utilitarian design and appealing features. The GTI is considered one of the greatest cars of all time for its sporty performance in an economical package. The Scirocco is essentially a GTI with a quirky body and is available in an early model with an 8v engine or later model with the 16v. While less reliable, the 16v engine is definitely the way to go if you can find a Scirocco worth the purchase.

While trends don’t last forever, bonds we make with our cars do. These cars are not just the trendy vehicles that will make you fashionable, they are truly excellent vehicles to own. Through a mechanical connection, quirky aesthetics, and an endless supply of aftermarket modifications, your 80’s car can go from a box of junk to a box of shiny junk with an emotional connection. Make sure you keep your vintage Audi, BMW, or VW cared for with Genuine parts or our high-quality aftermarket maintenance and upgrades available right here at ECS Tuning.

5 Reasons to Consider OEM Plus Modifications for your Next Build

As car enthusiasts, we all have specific tastes and interests that dive much farther than appreciation for the car alone. Whether we are interested in shaving off lap times, taking home Concours trophies, or rolling to a car show for a weekend party around low cars, there is a common theme. We see our cars as a blank slate where the normal commuter sees a finished product. The infinite directions we can take our cars is what makes up the aftermarket community as a whole, but not in its entirety. One of the more persistent style choices is a perfect blend between maintaining the factory vision and creating something better than the factory ever could. Building something “OEM Plus” is the mixture of nearly all OEM components in a configuration that never was. The definition, though, leaves a lot to be inferred by the builder. OEM Plus is a loose term to blanket over a range of modifications, but it still describes one of the best possible avenues to explore as an enthusiast. Here are a few reasons why choosing to go OEM Plus on your next build is probably your best choice.

Without going too far down the rabbit hole, OEM Plus is defined as a series of modifications and conversions that are comprised of almost exclusively original equipment, albeit from different models. Popular conversions are seen in the VW and BMW community, as OEM engine swaps and convenience features retrofitted from higher-grade models are quite common. But what does OEM Plus mean? An OEM Plus build, in my humbly narrow opinion, is one that embodies the spirit of the manufacturer equally with that of the builder.

Other forms of modification weight heavily towards the upgrades and modifications in terms of driving experience and visual aesthetics. With OEM Plus builds, the idea is to maintain a factory appearance and functionality with the added benefits of a completely tailored vehicle. Using facelift body components on an early model example, swapping in updated drivetrains, or retrofitting a more sophisticated entertainment system are all prime demonstrations of OEM Plus modifications. The commonality is that the finished product is one that closely resembles what the original manufacturer would have installed had the option been available.

Popular engine swaps, like VR6 and M5X swaps in VWs and BMWs respectively, make older cars more relevant while still retaining a bit of purism. OEM Plus builds are all about being the best that the car can be with factory components, after all. The OEM Plus build, if well executed, can be less expensive and more impressive than a bolt-on tuner car. Additionally, using a factory drivetrain that has a higher output but is otherwise unmodified gives you the extra horsepower you want without sacrificing reliability. Genuine Audi/VW, Genuine BMW, and Genuine MINI parts keep you worry-free about your modifications, even if they never came from the factory in your car.

OEM Plus builds offer a unique look with an infinite amount of customizability all centered around using OEM parts. By using all OEM parts, you ensure that the modifications you make are still up to the individual parts standards set by the manufacturer. The use of genuine components takes much of the risk in vehicle modification away while still grants the increased performance that uses more development and research time conducted by the manufacturer to your advantage.

The OE manufacturer will more than likely have more support and is less likely to go out of business. If you are building your car, the last thing you want to happen is for a part to fail and the company who made it not be able to replace or fix it. In the case of companies that are no longer around, you may just have to find an alternative part. With OEM parts, you can be fairly sure that the manufacturer will be there with a replacement or current version.

No matter how you build your car, there is always an uncountable number of ways you can make your mark on the automotive tuning community. If you are just looking for a new build idea or are interested in modifying your first car, the thought of building it in an OEM Plus style should be one you do not overlook. OEM Plus builds offer plenty of benefits and help you create something clean and desirable without straying far from the manufacturer’s original vision. Don’t get lost in a sea of choices when you can stick with something that has worked so well for the company you love. Stay genuine and complete your build with genuine Audi, BMW, MINI, Porsche or VW parts and put them together in a way that shows off your affinity for the brand while still being a creative form of self-expression.

Koni ACTIVE Shocks at ECS Tuning for a Demonstration

The most coveted parts of the tuning community tend to be oriented around the best performance options with the highest price tags and the most awards and racing successes. There are times, however, when a car enthusiast can take his or her praise about the most sophisticated parts and eat those words. KONI is a suspension company that has been producing dampers as long as cars have used those suspension designs that definitely has the prowess, acumen, and pedigree behind them to check most boxes for enthusiasts, but this article is not going to center around pure performance parts. The new KONI ACTIVE suspension is something that we just couldn’t leave without sharing with our readership.

We had the pleasure of hosting a few KONI team members here at our facility who brought some of their toys for us to try ourselves. Among their lineup were three F30 320i BMWs with less than 200 miles on the oldest one and two 2016 Mustang GTs that were also infants in terms of mileage. The cars in which we were most interested were, of course, the BMWs. This writer has personally never driven a non-M F8x, so jumping behind the wheel of the automatic F30s was a fairly foreign experience in and of itself. The real trick, though, was what we noticed in the ACTIVE-equipped F30. First, we have to establish a baseline before we get to talk about the greatness that is the ACTIVE damper. The OEM suspension on the F30 is not what we would call harsh by any means. Jumping into a brand-new F30 was everything a prospective buyer would expect: sleek, comfortable, quiet, and engaging to drive. One thing we noticed was how much it ‘rumbled’ over bumps. The stiff suspension translated the road feeling very well into the car, but we could definitely tell the attempt at a good ride quality hurt the performance capabilities of the suspension, and vice versa. Next, we gave the ACTIVE-equipped F30 a spin.

For background, most of this writer’s time is spent either in a heavily modified E30 or in a bone stock WRX, so almost everything about the F30 was very new. The difference between anything BMW or otherwise we were used to was immediately apparent upon touching the throttle. The car felt smooth; there is no other word for it. The ACTIVE dampers use a high number of ports through the valves that can either be all open, all closed, or anything in between to allow the viscous fluid to pass through and compress the damper. The variability with the number of open ports through the valves allows the compression force to change based on the conditions of the road. The changes happen whether you are accelerating, decelerating, or cornering to maintain a silky driving feel. This immediately begged the question of how applicable they were for performance vehicles. According to the KONI representatives, the ACTIVE dampers were featured on a car that just won some high-level autocross championships, but to our expectation, were not something he would recommend on a car that sees any extended track time. These dampers perform exceptionally well on the road, however, as an excellent sporty choice that goes miles above the factory comfort. The road felt like glass, which is good, but another aspect that many performance drivers will consider is how it affects the inputs to the driver. We expected the feeling to be more muted than the stiff factory suspension. It wasn’t. Since the car did not pitch forward, backward, or side to side as much, and it did not react to changes in the road surface, we felt less like we were hanging on to the wheel and more like we were planted in the seat very stable. The suspension did more than just provide a comfortable yet sporty ride in that it seemed to ‘even out’ all the minute changes you may not think about correcting as you do with normal suspension. If you hit a small pothole and the wheel jerks, how do you react and how does that reaction translate through the car’s movements? These are questions I normally have in the back of my mind that were not present with the ACTIVE suspension, which made it all the better for a daily driver. Less thinking, more driving, and more comfort.

While the ACTIVE suspension might not offer the best performance capabilities, it does offer equal performance to the factory suspension mechanically speaking as well as a significant improvement to overall driveability and ride quality. The convenience of driving an ‘unmodified’ car cannot be beaten by anything modified for racing, so having a car that you can depend on that offers sportiness yet refined comfort is something most would consider out of reach for a normal budget. KONI ACTIVE dampers definitely gave the impression that the car could be double or triple the value as a result of the ride quality alone. The only thing left for us to wonder is how they will feel compared to abused, high-mileage, outdated suspension and really feel a difference! After all the driving, I can say I am disappointed to jump back into a car that does not sport ACTIVE dampers for my jaunts around town or on road trips. Look out for these dampers as they are set to be released in the coming weeks!

H&R Springs are the ride control your Audi, BMW, MINI, or VW needs

For enthusiasts, the handling characteristics of our cars play a massive part in the enjoyment derived from driving. The pleasure of driving a fantastic handling car that exudes German quality is nearly unmatchable. That’s why H&R has been developing TUV and ABE-certified springs and suspension solutions specifically designed to provide the ultimate ride and handling characteristics for your car.

H&R began in Germany over 20 years ago by producing high-quality springs that met the German TUV standards for installation on road-going cars. After a brief time with that certification, they were eventually accepted to receive the ABE-certification, which allowed them to be installed out of the box without any other approval. During this time, H&R famously manufactured suspension components for racing cars. Notably, the DTM German Touring Car Championship series featured H&R suspension on nearly every car. From that series, the legend of H&R’s top-notch suspension was born.

Now, after a few decades of excellence under their belt, the folks at H&R have branched out to produce Coilovers, Sway Bars, Springs, Trak+ Wheel Spacers, and more for the German enthusiast market. Any track day, car show, or a casual gathering of European car enthusiasts will feature many cars grounded by H&R Suspension for good reason. H&R has some of the highest-quality suspension components available to control your body roll, lower your center of gravity, and maintain an overall comfortable ride. With H&R you can drive to the track in comfort, compete in style, and drive back home all without changing your settings. If it is time to address your suspension needs, look to H&R for the time-tested and race-ready equipment you need for proper ride control.

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H&R Springs

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ECS Tuning Presents: NEO Cars & Coffee with Summit Racing

The North East Ohio Cars and Coffee is an event much like other C&C events across the country where enthusiasts gather for morning snacks, caffeine, and a few hours of hang time with vehicles of all types. The NEO C&C, unlike some of the similar meets around the States, is a traveling venue. Last week we were granted the opportunity to host the sizable crowd of drivers and regular attendees here at our own facility for a rare look at some of our headquarters.

Anyone who regularly makes an appearance at a C&C event knows how incredibly difficult it can be to drag yourself out of bed early on a Saturday morning to prep your car and drive before any food has hit your stomach. The drive into the show always provides the excitement buildup necessary to generate some energy, but the real kick is arriving at an event totally unprepared for the variety of builds, unique cars, and the total attendance numbers when they completely blow away any expectations.

 

We promoted the event alongside the NEO C&C crew, so a high attendance number was no surprise. However, seeing hundreds of people and cars of various makes and models pour into and out of the facility, all morning with seemingly no end thoroughly exceeded our collective imagination.

The crowds of enthusiasts milling about the overflowing parking lot were offered no shortage of excellent vehicles to see up close. Even for this writer, several first in-person sightings of favorite cars dominated the morning. One of the most appealing aspects of C&C events is the relaxed atmosphere that offers the opportunity to speak with owners of some interesting cars. From exotics to classics, and a host of modified contemporary cars, any type of gear-head could have seen something that makes them bust an enormous grin.

Some of the more noteworthy cars from the morning were an eclectic bunch of makes and models from very different roads of automotive history. An all-original BMW E9 3.0 Coupe pulled in amidst a crowd of vintage BMWs and immediately caught the attention of the folks who were in-the-know about that car’s notoriety. Alongside that E9, a period-correct Lamborghini Diablo drew the attention of nearly everyone in attendance at some point, as did an imported Makinen Edition Lan-Evo 6 that has to be one of very few Stateside.

 

Peppering the parking lot was more than strictly European cars, which made the event more successful. The presence of some well-done STis, an insane S14, and even an LS-swapped Miata were all featured around the lot and inside the ECS garage.

The Lamborghini Huracan, Ferrari, CTS-V wagon, and M-Coupe also drew easy numbers of onlookers when they arrived and maintained a steady stream of admirers until their departure.

 

 

The morning concluded with the majority of attendees leaving one-by-one almost as if someone had made the announcement that it was time to leave. The early morning meet was finished before noon, which makes it one of the shorter, if not more enjoyable, gatherings that let you enjoy a car-filled day from sunrise to well past sundown here in Northeast Ohio. Due to the resounding success that the NEO Cars and Coffee event has been here at ECS, you can rest assured it will continue in the future. Stay tuned for more information about how you can engage with us at events and when we will open our doors once again to share some breakfast and cars together.

A very special shout out to Justin Raynak @shades43, the photographer who so graciously shot the event while our photographer was out and about with Jamie Orr on the “Slammed to the Arctic” road trip!