There are certain things Jägermeister-related we may or may not be grateful for, but the sticky liquor’s involvement in German Touring Cars (DTM) is certainly a plus. This combination of vivid orange livery on just about the most desirable cars in the world is really athe job of Christian Georg Besemer and his CG Motorsports shop. Based in Richmond, British Columbia (immediately south of Vancouver), Besemer says, our specialty is anything M. It didn’t start like thatI used to be a big Volkswagen guy during the day and wanted to just work at the local dealers, Besemer says. But my father already worked there and didn’t want me to have a job on the same place, just in case people thought there can be any favoritism. So I walked across the street on the BMW dealer and they hired me. This was in 1989. I stayed with them and got a journeyman license.
1988 BMW E30 M3 fikse profil 10 forged alloyw wheel 21
1988 BMW E30 M3 gauge cluster 17
1988 BMW E30 M3 jagermeister livery 22
This became also how Besemer grew to appreciate the many virtues of the blue and white roundel, although the VW habit was tough to kick. All the money I earned at BMW went into Corrados and Sciroccos. My true passion was performance. And being a tech, I’d see cars come intriggered setting up his very own shop in 1999. We originally did BMW and VW tuning, but eventually drifted away from VW. So, did my customers. Now we’re only BMW. We do a lot of servicing. BMW is building its cars very wella couple of M3s himself and has built four cars similar to this. In fact, client Ari Burstein (erstwhile H&R distributor in Canada and now a big man in the steel business) pestered Besemer regularly to sell him an M3. Finally, Besemer suggested that his shop build anyone to Burstein’s specs. So, they looked around for the ideal wheels. The hunt is regarded as the exciting thing, Besemer says. Incidentally, jäger means hunt in German.
1988 BMW E30 M3 hamann pedals 07
1988 BMW E30 M3 fikse profil 10 alloy wheels 06
1988 BMW E30 M3 fikse profil 10 alloy wheel 08
Burstein didn’t want to see any trace in the old paintwork when opening the doors or lifting the hood, though this car started off as a white E30. Thus it was stripped down completely for the full orange Monty. But what started as a DTM replica suddenly became an illustration of mission creep. Burstein wanted a rollcage (it’s an OMP unit) and the Euro-spec S50B32 engine from an E36 M3.
Putting an E36 engine into an E30 bay was fairly straightforward, Besemer says, with a modesty that doesn’t even hint with the ingenious usage of original BMW components. We didn’t must build anything fancy. We borrowed from your parts bins of various models, including the E21 (the first-generation 3 Series), E24 (’80s 6 Series), E28 (’80s 5 Series), E32 (’80s 7 Series), E46 (fourth-generation 3 Series), and E53 (first-generation X5). In case the techs at BMW had built one of these simple, they might well have done the exact same thing.turned to Active Autowerke. They’re a busy schedule-to guys for forced induction in BMW cars, he says. That they had a stage one tune all all set to go, but of course, Burstein wanted a stage two, which Active Autowerke had not developed up to that time. So that we transported the car down to their shop in Florida. And in went a methanol injection system also. Joining the right kind of Miami vice are CP low-compression pistons as well as a Walbro 400 liters hourly fuel pump.
1988 BMW E30 M3 headlight 15
1988 BMW E30 M3 hamann steering wheel 12
1988 BMW E30 M3 fikse profil 10 forged alloy wheel 18
The big hurdle was the intercooler, Besemer says. We modified everything in the kit to make all the pipes fit. Plumbing generally has been a challenge. Take the headers, for example. It’s best to have all six tubes the same length. We found the factory E36 headers were not only a beautiful design, but they also worked the best. We customized a mandrel-bent centersection and that would go to an Eisenmann muffler. In addition toand the limited-slip differential from a Z3M. It holds an extra liter of oil, Besemer says. And the fanned casing helps keep things cool.
This idea of cannibalizing later models to benefit a BMW from the past was repeated with the steering rack. It’s another Z3M component, chosen for its close-ratio gearing. And note the front fascia from an Evolution II M3, a variant that never came to america.
1988 BMW E30 M3 eisenmann muffler 11
1988 BMW E30 M3 active autowerke stage two supercharger system 20
1988 BMW E30 M3 sport evo rear wing 16
No go-faster build is complete without the ability to decrease. Besemer installed a Brembo big brake setup at the front end, with four-piston calipers biting on 13-inch one-piece cross-drilled discs with Hawk HPS track pads. The rears have 11-inch Brembo cross-drilled discs as well as the same Hawk pads.
Ground Control coilovers and Racing Dynamics antiroll bars (thankfully, an over-the-counter purchase that didn’t need any extra tweaking) collude with Toyo Proxes P1 tires on Fikse Profil 10 forged alloy wheels to deliver dynamics, traction, and grip. Which is the location where the real fun starts. The widest rear tire it is possible to fit with this M3 can be a 245, Besemer says. This car will light those tires up in Third gear. The energySomehow Burstein manages to drive it, whilst the dyno says 414 hp at a screaming 7,300 hp and 317 lb-ft of torque at a similarly busy 6,500 rpm, measured with the wheels, although almost. He sits in theon the way to Area 27 as soon as that project is finished. It’s a new racing facility in South Okanagan (apparently one of the warmest and driest places in Canada) with a track designed by former F1 racer Jacques .
It’s not just a straight-line machine, Besemer says. It has the power along with the handling. It’s the best of all worlds. Not really that we should ever think of this build as finished. Besemer says, This is the sort of car that will never be done.