Good Day!
After 7 years, I have made the decision to go back to a street car for HPDE (new baby so hobby time has become scarce) and thus my 1994 BMW 325i LS swap race car is for sale. This car started life as a world challenge race car built by Hi Speed Motorsports and was successfully campaigned by the Owner Hugh Stewart. Some pictures from it’s previous life documented here: https://www.dropbox.com/scl/fo/7tq6andfjgcf8t4o8wk6j/AEsduK4s4wTZTxVp6w1qfNY?rlkey=4c2o0ipdnxk08rk2i64qhi7eg&dl=0
Pictures from last weekend:
https://www.dropbox.com/scl/fo/x3r672rpoe920jk0javk2/AG4nSRysDp1S96q6fDQlv3U?rlkey=k6ldvc4lfdaranizm0lcocg0q&dl=0
When I bought it back in 2017, it was partially disassembled due to motor failure in the original 6 cylinder BMW engine. Having driven HPDE’s in a BMW e36 M3 for a decade, I decided I wanted to go to a racecar for safety reasons and instead of taking a lovely street car and modifying, bought this rolling shell and started to build the ultimate HPDE car.
The rebuild/buildout is fairly well documented on bimmerforums over the years as I have been an active member there (100% feedback score) since 2007. Here is the thread with much of the detail, but have MUCH more documentation as needed: https://www.bimmerforums.com/forum/showthread.php?2470075-Olemiss540-s-WAR-Machine-LS1-E36
The car itself was prepped last winter for another season of HPDE, so it is literally ready to drive on track today. She is battle bruised, with dents on almost every panel, as I didn’t see much need for a showcar so focused on reliability and drivetrain improvements. Since the build is fairly well documented at the thread above, thought I would focus the add more on the overall specs, but reach out if you have any other questions. This car was built in 2017 with most of the below replaced/improved at that time and has since seen around 14 HPDE weekends of use.
Engine:
Aluminum LS1 block was bought brand new from Thompson Motorsports. It has 243 heads ported/polished with a 6 angle valve job, PAC 660 dual valve springs w/Ti retainers, .02 oversize Ferrera valves (head work done by Brad Noland at Noland’s Cylinder Head Service in KC). Intake is handled through a 92mm Nick Williams DBC TB/LS2 manifold, and the cam was spec’ed by Nick as a Texas Speed 228/232 .615”/.615” 111 LSA +3 advance for road course use. Running a 2004 CTS-V M6/DBC PCM and thinned factory harness, was tuned by Jim Moran at SpeedInc in Chicago to 405whp/385wtq.
Dyno Chart: https://www.dropbox.com/scl/fo/7tq6andfjgcf8t4o8wk6j/AEsduK4s4wTZTxVp6w1qfNY?rlkey=4c2o0ipdnxk08rk2i64qhi7eg&dl=0
Dyno Video: https://www.dropbox.com/scl/fi/df8odzp1dsz006wddd4ra/Dyno-Video.MOV?rlkey=8ncqhmbesmzbah4ep4abpfd6m&dl=0
Coolant is handled through an aftermarket aluminum thickened radiator fed by an e30 coolant reservoir, and with an aluminum oil cooler that keeps temp VERY well in check, having had to block off much of the oil cooler to keep temps high enough if we are not running mid-summer sessions. The oil pan is a MAST oil pan bought new, which is baffled and also fed by a 3 qt Canton oil accumulator. Catch can is a Michi dual can setup, and all accessories/sensors were bought brand new (alternator replaced last winter, MAF/O2’s winter before last). She has fresh spark plugs (NGK 4177), air filter, and MSD plug wires, and the car will come with the HPTuner cabling that is synched to this car for diagnostics.
Fueling is handled by dual new (when built) BMW pumps, feeding a corvette FPR/filter setup where the stock filter used to be housed and 42# injectors. Exhaust is fairly loud, dual 3” setup with dual Magnaflow mufflers and ceramic coated headers (CX Racing). Engine mounts were upgraded 2 years ago (CX racing poly mounts known as a failure point) and tranny mount is an upgraded unit as well. Clutch was installed during the build as a brand new LS7 unit with a speed bleeding TOB and recently replaced BMW clutch master at the pedal. All fluids were changed this winter (tranny/engine/coolant/differential) in prep for this season and have 0 miles/hours. Transmission is a t56 unit sourced from a 30k mile car, and differential is a KAAZ 3.91 LSD. New MGW shifter installed a year or so ago.
Brakes:
330i Front Calipers/Rotors/DTC-60 pads (all 75% remaining)
E36 M3 Rear Calipers/Rotors/DTC-60 pads (80% remaining)
Calipers were replaced during the rebuild process and consumables costs are LOW. The car has recently been upgraded with an MK60 ABS system out of an e46 m3 which functions amazingly and has diagnostic port capabilities for bleeding. Install was completed running all brand new NiCop lines from a Z3 3.0 master/booster, through the cabin to a bias valve and from the cabin to the individual calipers. RBF 600 was flushed last winter and has zero use since.
Cabin:
Gauges are handled by an AIM MXL2 Pista dash (communication cord will come with car) which is fully customizable and captures data/lap time logs for review po
