To recap from Parts 21 and 22, the M3 went in for a fresh cylinder head, and instead it ended up with a whole bunch of problems that left the car in the shop for months. To make a long story short, the head stud threads were pulling out of the block when butto
It was a darn shame to have pulled the cylinder head off only to discover that the problems were coming mostly from a pinched oil feed line to the turbo. However, some new findings revealed that I should be happy I'd replaced it with my original motor's 3.0L h
Over the last couple of months swapping back the old cylinder head from the blown 3.0L motor has been of primary concern (see european car 06/02). After evosport pulled the 3.0's cylinder head, we discovered it was simply a broken copper head gasket--the cylin
With the amount of track and performance testing Project M3 has undergone, it's safe to say I've tested its limits to a greater degree than most other owners of AA Turbo-equipped M3s. I'm now on the second engine block, fourth cylinder head, second turbo, thir
I love the peace of mind that comes from the gauges monitoring so many different systems on my M3. When all the dials are registering acceptable temperatures or pressures, my paranoia while driving the car all out is very much reduced.
It's safe to say that Project M3's engine, with its AA Turbo kit and water-injection system, is undergoing more than a little stress. Because monitoring the vitals, particularly oil and water temps, has become even more important, it was time for auxiliary gau
Questions about engine upgrades including turbos, swaps, exhaust, supercharger and more. Read the BMW Tech Letters and much more consumer information on BMW's, brought to you exclusively by the experts at European Car Magazine.
After all these upgrades, some testing had to be done to validate the improvements. But before testing, I contacted Brad Schaffner at George's Imports once again and ordered the Aquamist DDS2 display unit. This unit is spliced into the hose before the water in
The car's performance upgrades are almost finished. I can't fit any bigger brakes, the suspension is more than I can handle and the power is downright scary. Last month I made a few upgrades to help the car run cooler and avoid killing the motor during high-pe
The last time I took Project M3 to Willow Springs was over a year ago. This was during a small window of time when the car had a fat rear Eibach anti-roll bar and, due to intercooler piping clearance issues at the time, nothing in the front, giving the car an
The previous installment of this seemingly endless project covered the new 3.2-liter motor and larger Active Autowerke's turbo installation. Not surprisingly, the engine has even more power, but with more horsepower comes more heat, a problem I tackled next.
It's not often you see 400+ whp cars driving around town, especially those bearing the Bavarian marque's badges, better known for their handling prowess and awe-inspiring braking. Yet Project M3 has propelled itself well into sports car--no, let me claim super
I haven't opened up the 3-liter motor that croaked on me back in late January, but I'm guessing by the compression ratio and leak-down tests that it was the head gasket, specifically the part in between cylinders 5 and 6. It wasn't an emergency, because I had
My goals for Project M3 evolved, as do most projects, over the past months. I initially wanted to build a moderately powered street car/weekend track car, and then I envisioned building a normally aspirated club racer, and finally I settled on a turbocharged s
When I think of the best sports cars on the market today, such marques as Lamborghini, Ferrari and Porsche spring to mind. For motorcycles, I put the Ducati 998 at the top of my most wanted list. There's something these dream machines all have in common: They'
Pablo Mazlumian –
Nov 20, 2002
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