Michał Adamiszyn's Alpina B3 E36

Photography by JLZ1.com

Many people will look at this car and probably react in one of two ways. They'll either be impressed by its stance and wheel setup, or they'll find the car "ruined" wondering why anyone would ever take the modifying that far. Though, whichever side of the fence you fall on, owner Michał Adamiszyn is unphased. The wildness of this build is not exactly my cup of tea, but I can respect it for Michał built it none other than himself.

Sitting motionless the car bears a very aggressive attitude. The black grills and smoked lights help give the sinister appearance from the front, I can only imagine what it must look like approaching in the rearview. Red tails and a GT-Class spoiler with LTW risers were added to ensure the rear grabbed an equal amount of attention.

Before the E36, Michał had a "stanced" Mk1 VW Caddy and an Audi S4 B5 2.7 BiTurbo. The Audi kept breaking down so it was set back to stock and sold. During that time he said he always wanted to try something else and the E36 chassis really caught his eye. Michał was especially fond of Shaun Quill's red E36 which was an inspiration for his own build.

He found an original Alpina B3 E36 that had an accident with a tree by ways of the previous owner. He then swapped its engine and complete interior to a standard E36 with M body kit. Michał later decided that he no longer needed the beige leather interior because he found it pointless to keep it legit when the VIN code wasn't able to be moved with the rest of the original Alpina parts. So the interior received a pair of bucket seats with Schroth seat belts and a Nardi steering wheel.

Michał decided to keep most of the remaining interior parts though to show the roots of the car. The passenger side of the dashboard holds the Alpina plate that says "0186", the door threshold with Alpina badge and a couple other things were kept in the move. 

The engine is the Alpina B3 3.0 good for 247hp and 240 ft. lb. torque, Michał also added a K&N air filter and custom exhaust system. A manual gearbox from a 328i was chosen for the job instead of the Alpina switch-tronic transmission from the donor car.

A set of AP Fahrwerke coilovers with custom stiffer springs, camber plates and camber arms allowed Michał to achieve this radical wheel fitment. The camber up front is set to -8 degrees while the rear runs -9 degrees. The OZ Breyton wheel specs are 17x11"(F) and 17x11.25"(R) with 4 inch lips. That was unheard of years ago for the E36 chassis with stock fenders, even widebody fenders that's a whole lot of wheel to stuff in there.

After I briefly let go of my "purist" beliefs I was able to enjoy this absurd looking ride for what it was. I'm glad to see Michał pushing the limits and doing what most would say is impossible.

M4 CSL Render

Designer rc82 workchop has released their rendering of what they envisioned the F82 M4 CSL would look like. Although BMW's Matt Collins had confirmed earlier this year that there are no plans for a CSL version in the future, it's nice to dream. There is however a prototype of a possible M4 GTS that was recently spied testing.

Wittmann wins the 2014 Drivers’ Championship

Lausitzring (DE), 14th September 2014. The DTM has a new champion: Marco Wittmann (DE) of BMW Team RMG wrapped up the title in the Drivers’ Championship in the eighth round of the ten-race season at the Lausitzring (DE). Sixth place on Sunday was sufficient for the 24-year-old, at the wheel of the Ice-Watch BMW M4 DTM, to ensure he can no longer be caught by his rivals. Wittmann started from seventh place, and once again produced a flawless race in difficult conditions to pick up eight points at the end of the 52-lap race and take the final step towards the title.

Wittmann follows in the footsteps of Volker Strycek (DE, 1984), Eric van de Poele (BE, 1987), Roberto Ravaglia (IT, 1989) and Bruno Spengler (CA, 2012), who have all triumphed in this series for BMW. Taking all manufacturers into consideration, he is the third-youngest DTM champion of all time. Wittmann’s success also marks the first time in the history of the “new” DTM – since 2000 – that a driver has been crowned champion in only his second year. Only Bernd Schneider (DE) had previously managed to secure the title three races before the end of the season back in 2001.

In winning the title, Wittmann continued a special tradition: whenever BMW has appeared in the DTM with a new model, the title in the Drivers’ Championship has ultimately gone to Munich (DE) at the end of the season. After Strycek’s success with the BMW 635 CSi in 1984, van de Poele repeated the feat with the BMW M3 in 1987, and Spengler continued the tradition with the BMW M3 DTM in 2012. Wittmann has now ensured that the first year of the new BMW M4 DTM will also go down as a golden debut season.

He now has 128 points to his name, and a 69-point lead over second-placed Christian Vietoris (DE, Mercedes). BMW Team RMG also tops the Team standings with 167 points, giving it a 75-point cushion ahead of its closest rivals. And BMW also leads the Manufacturers’ Championship with 320 points.

Behind the new champion, Augusto Farfus (BR, Castrol EDGE BMW M4 DTM) and Martin Tomczyk (DE, BMW M Performance Parts M4 DTM) also finished in the points in seventh and eighth at the Lausitzring. Both drivers were rewarded for fighting back strongly from 20th and 23rd on the grid respectively. Joey Hand (US, Crowne Plaza Hotels BMW M4 DTM), Maxime Martin (BE, SAMSUNG BMW M4 DTM) and Bruno Spengler (CA, BMW Bank M4 DTM) came home 11th, 14th and 15th. The two BMW Team MTEK drivers, Timo Glock (DE, DEUTSCHE POST BMW M4 DTM) and António Félix da Costa (PT, Red Bull BMW M4 DTM), failed to finish. Victory at the 3.478-kilometre circuit went to Mercedes driver Pascal Wehrlein (DE).

Wittmann can now enjoy the remaining races in Zandvoort (NL) and Hockenheim (DE) as the DTM champion. The young German caught the eye in the very first race of the year, winning the season-opener at the Hockenheimring – and he went on to add a further three victories over the course of the season. At just 24 years and 294 days, Wittmann is the youngest DTM champion in BMW colours, and the youngest ever champion from Germany.

Marco Wittmann (BMW Team RMG, 2014 DTM Champion):

“Unbelievable. This is an absolutely awesome feeling. The constantly changing conditions made it a really difficult race today. There were a lot of battles, and I just tried to stay out of bother. A few drivers skidded off the track and it was topsy-turvy at times. After yesterday I did not really believe that it would work out today. On the whole, however, we were able to drive a clean race. I am so emotional now, it is crazy. The season has been incredible so far. I am so proud of BMW Team RMG and BMW Motorsport. Everyone has done a sensational job. The pit stop was superb again today. To already know that I am the champion is amazing. I think we will have a fantastic party today.”

Jens Marquardt (BMW Motorsport Director):

“It is difficult to find words today to describe Marco Wittmann’s performance. That goes not only for today’s race, but also the entire season. In a race that was heated at times, he always kept a cool head and showed the perfect combination of aggression and control. Marco fully deserves to be crowned champion so early in the season. The BMW M4 DTM, BMW Team RMG and he have formed the perfect unit right from the start of the season. We have continued the tradition of winning the title in the first season with every new car we have fielded in the DTM. This is something we are very proud of. Marco is the youngest German champion of all time, and hardly anyone has ever wrapped up the title so early in a season – and all in just his second year in the DTM. An absolutely mega achievement. Congratulations to Marco, but also to Stefan Reinhold’s BMW Team RMG, who have worked hard for this success. Today we will celebrate our success here at the Lausitzring. This is a good venue for us. After claiming our first win since returning to the series and the 50th ever for BMW here in 2012, we can now celebrate the first title for the BMW M4 DTM.”

Facts and figures from the Lausitzring:

Circuit / Date 
Lausitzring / 14th September 2014

Laps / Distance 
52 laps / 3.478km

2014 Pole Time 
Pascal Wehrlein (DE), 1:17.547 minutes

2014 Winner 
Pascal Wehrlein (GB), Mercedes

2014 Fastest Lap 
Timo Scheider (DE), 1:19.782 minutes 

DTM standings after 8 of 10 races.

Drivers’ Championship.

1. Marco Wittmann (128 points), 2. Christian Vietoris (59), 3. Mattias Ekström (56), 4. Edoardo Mortara (56), 5. Mike Rockenfeller (54), 6. Bruno Spengler (42), 7. Pascal Wehrlein (40), 8. Maxime Martin (39), 9. Augusto Farfus (39), 10. Robert Wickens (35), 11. Adrien Tambay (36), 12. Timo Scheider (34), 13. Timo Glock (33), 14. Miguel Molina (28), 15. Jamie Green (28), 16. Martin Tomczyk (28), 17. Paul di Resta (17), 18. Daniel Juncadella (22), 19. Nico Müller (10), 20. Joey Hand (7), 21. António Félix da Costa (4), 22. Gary Paffett (4).

Team Championship.

1. BMW Team RMG (167 points), 2. Audi Sport Team Abt (92), 3. Audi Sport Team Phoenix (88), 4. Audi Sport Team Abt Sportline (84), 5. Original-Teile Mercedes AMG (83), 6. BMW Team Schnitzer (70), 7. BMW Team RBM (46), 8. EURONICS / FREE MAN'S WORLD Mercedes AMG (41), 9. gooix Mercedes AMG (40), 10. Audi Sport Team Rosberg (38), 11. BMW Team MTEK (37), 12. Petronas Mercedes AMG (22).

Manufacturers’ Championship.

1. BMW (320 points), 2. Audi (302), 3. Mercedes-Benz (186).

2014 calendar.

4th May – Hockenheim (DE), 18th May – Oschersleben (DE), 1st June – Budapest (HU), 29th June – Norisring (DE), 13th July – Moscow (RU), 3rd August – Spielberg (AT), 17th August – Nürburgring (DE), 14th September – Lausitzring (DE), 28th September – Zandvoort (NL), 19th October – Hockenheim (DE).

Neil Prasad's E30

Photography by Neil Prasad

For as long as I can remember, I’ve always been a fan of cars. As a kid, I remember spending countless hours watching Top Gear, or building my embarrassing collection of die-cast cars and Hot Wheels. It all started with watching Tomorrow Never Dies and that 750iL controlled by Bond’s cell phone, from that moment I was hooked. 

My first car, a BMW E46, was bone stock but has come a long way. It’s truly a special car and it introduced me to the religion that is BMW. However, the E46 always lacked something. Something you can’t really put your finger on. It’s not something tangible, it’s not something rational, and it’s not something you can write down. You have to feel it. The feeling of the road beneath your seat, through the steering wheel. That raw driving experience.

Years into owning the E46, I met a friend who owned a well maintained old 3 series. It had some Borbet wheels, the interior was in great shape and man, that old school styling just looked great. However, I didn’t quite understand the allure until I drove it. It was instant attraction, I had to get one of my own. 

As soon as I could, I bought my first E30. On a college student budget it wasn’t anything special. It was a beaten, not cared for 1990 3 series that was screaming 'make me a project car!' And so I did. I bought that car for $400 and I never looked back. For two years I poured a lot into that E30, and it introduced me to an addictive culture, from track days to car shows. I like to think I made something special out of that car, but all good things must come to an end.

What an amazing adventure the Chalkboard E30 was. Driving out to Pasadena for Bimmerfest 2012, meeting all of the people I’d been talking with for years. The photos, the experiences and the friends will definitely remain some of the most important in my life. However, the Chalkboard was a stepping stone to something greater. 

At the time, E30's were being snatched up like crazy and clean shells were becoming harder and harder to find so I started searching. After a few months I found an all original, 10/10, bone stock '89 325i in Plano Texas. I couldn't drive down there fast enough! One day and a tank of gas later, she was mine. The foundation for my next build.

I drove the new E30 home and the next few days were a frenzy to swap parts. Over the two years I owned the Chalkboard E30, I put some neat things on it including fully shortened Ground Control coilovers, a perfect black interior, and the classic E38 Style 5 wheels. There were big plans for this car's future. A few days later, I sold the Chalkboard E30. It was a sad day, but I had to move on.

During all of this, I had to move for work and it was decided that the Alpine E30 was to stay behind. And so she sat, for a while. After a few months, I flew back and picked her up. Upon returning home, I decided that it was finally time to begin the next chapter of the project. The swap I had been piecing together parts for. 

After searching for a few weeks, I found the perfect motor. An S52B32 + ZF 320Z transmission out of a 1997 M3 w/ 126k miles, and it came with everything. I had helped friends with their 24v swaps in the past so I had a fair understanding of what was necessary to do the swap. However, this would be my first motor swap and I wanted to do it right. 

Over the course of a few weeks, chipping away at the swap after work, I did the entire swap myself, replacing every part I could think of. Hoses, fasteners, seals, sensors, you name it, I replaced it including re-pinning the 24v harness in favor of bulky wiring adapters. I took my time, attempting to make the swap as OEM as possible. It has working cruise control, A/C, Power Steering and everything else you could imagine (windshield washer, check panel, etc, etc). While a lot of people choose to shave their engine bays during 24v swaps, I wanted to retain all the functions of an original E30.

And no, she didn’t fire up on the first start. But man, when she did it was glorious. It is quite satisfying when you finally finish a project and everything works. After the swap, I started thinking “turbo! turbo!” but ultimately I decided that’s not the direction I want to go. I think I have finally found the perfect recipe. No, it doesn’t have to have ridiculous dyno numbers. No you don’t have to cut out the fenders to fit massive tires. And no, you don’t have to strip the interior to go just that little bit faster. I could, but right now she’s everything I need and then some. 

The swap was nearly a year ago. Since then I’ve just been enjoying the E30. Am I done with the car? Probably not. There is always something to replace, always something to fix. It's an E30. Future plans? Like all projects, there is always something in the pipeline. Who knows what the future holds.

I want to say thanks to Grant, Mason, Richard, and others. I couldn’t have done it without you guys.