MLife: Enhanced and Evolved

LIFE Enhanced and Evolved…

Words – Jeff Heywood ~ Photos – Alex Penfold

Redux’s founder, Simon Lord, was asked a simple question: if BMW had built another E30 M3 model after the Sport Evo, what would it have been? His immediate answer was an E30 M3 CSL - Coupe Sport Leichtbau. Or Lightweight for those still working in pounds shillings and pence. Redux was formed and he started compiling a list of the components for his dream specification, a lightweight E30 M3, of which there will eventually be 30 in total. 002, the car you see here, is the latest incarnation of Simon’s dream. But does it hit the mark, and can it justify its price tag of over £300,000? Read on before you fully make up your mind…

People have become obsessed with the price tag of the ‘BMW E30 M3 enhanced and evolved by Redux’ (we have to address it this way because BMW’s lawyers become tetchy if it is called anything else). And rightly so, £300K is a fair chunk of anyone’s brass. But when that only gets you an 80s BMW 3 Series, that really is a lot of wonga. But admittedly, it is the iconic topof-the line M version and one that has been modified to a degree that makes it almost a new car… but even so it is a lot of wedge, so it has to be special. No, make that very, very special for it to succeed in convincing the naysayers, who if you venture on social media, will explain to you how they would have built the car with “three times the horsepower” with better everything for £100K. That, to be honest, is total rubbish. First, you have to actually own an E30 M3 to start with, and secondly, the amount of horsepower they are talking about is a non-starter for the S14 engine. Okay, I may have been stretching it just a bit with my ‘three times the horsepower’ quip, but to be honest, to obtain any meaningful increase that is robust and reliable over and above what the 002 car is producing isn’t possible. The other alternative is to fit a different engine into the car, but surely that is taking the soul out of the M3, a road that Simon and the Redux team definitely weren’t willing to go down. In keeping the S14, Redux have kept the delightful balance and nimbleness the E30 M3 is renowned for as weight distribution remains very close to when the M3 left the factory back in the 1980s.

So just how does the BMW E30 M3 by Redux justify its £300K price tag? Well, I think we need to run through the spec and build information of the car to shed some proper light on this…

Now, before you recover fully from having to pay £300K for your BMW E30 M3 by Redux, I’ll let you into a little secret. Are you sitting comfortably? That price doesn’t include the donor M3! You have to find a car for Redux to work their magic on, so going off the prices currently being paid for E30 M3s you’re probably looking at £40K as a minimum for a relatively clean car before Redux can get to work. Thankfully a standard E30 M3 will suffice, as a Sport Evo model will now cost you way north of £100K.

The Build

So you’ve delivered your E30 M3 to Redux and agreed the spec. Here’s what goes into a build.

Redux has partnered with the restoration and modification specialists, Retropower, for each build. Renowned for creating Gordan Murray’s bespoke Escort Mk1, their obsessive attention to detail is evident in every aspect of their work.

First off the donor car is stripped of its interior trim and all the mechanical and electrical components. The engine, gearbox, propshaft, back axle and front suspension is then removed followed by all exterior panels and trim to leave a completely bare steel shell. The bodyshell is then blasted to remove paint and underbody protection (using crushed glass) and pyrolysis (heat treatment).

Once the above is complete, the shell is fixed onto a Celette metal frame to ensure it matches the factory measurements and cannot flex. The chassis is then prepared so it’s in pristine condition, getting it ready for the upgraded components and new pre-preg, carbon fibre body panels and trim parts. The shell then undergoes extensive seam welding and brazing to mitigate any flex. With the original body panels removed, the latest anti-corrosion and paintwork-protection products are applied, including an underbody coating of hot zinc. The car then undergoes a dry build where all significant components are test fitted on the shell to ensure a perfect fit before paint preparation.

The car then goes over to the paintshop where over 550 hours of preparation

The M3 by Redux corners nice and flat with plenty of grip on tap for spirited cornering action

alone goes into the car before the car enters the paint booth for paint application. The car is then subject to hours and hours of wet sanding, and polishing to ensure that all the painted surfaces are totally orange peel free for a glass-like flawless finish.

While the shell is being prepped and painted, the 2.3 S14 engine goes off to be re-engineered and rebuilt. It is completely stripped down, leaving only the block, head and sump from the original engine. The engine is enlarged to 2.5-litres and rebuilt using quality components including a BMW Motorsport crankshaft. Billet aluminium (BA) is used extensively in the engine build, including the redesigned valve cover, brake reservoir tank (redesigned), a BA expansion tank (redesigned), BA power steering reservoir tank (redesigned) and a BA dipstick handle. The airbox is a carbon fibre jobbie, while the radiator is hand made from aluminium. The engine’s parameters are looked after by a MoTeC M130 ECU, while the electrics are taken care of by a Raychem engine loom with Autosport connectors. A 175A WOSP alternator and a 2.0kW WOSP starter motor are fitted while a lightweight (2.0kg) Liteblox battery saves even more weight and is fitted in the boot. Finally, a hand-made stainless steel manifold and exhaust is fitted.

Meanwhile, the Getrag 265 gearbox is stripped, the bellhousing and casing are meticulously blasted clean and new close ratio gears are fitted. The gear shift mechanism is also re-engineered to remove any play.

After comprehensive re-engineering, remapping and upgrading, the 2.5-litre S14 engine now revs smoothly to

Powering out of the bend, the nose rises slightly as the rear compresses to squeeze all 300 horses through those rear tyres onto the tarmac

8000rpm and delivers a maximum power output of 300hp and 278Nm of torque. The car’s dry weight drops to approximately 1150kgs through extensive use of carbon fibre. And thanks to the combination of weight-saving and increased horsepower, the power-toweight ratio rises from 198hp/tonne (E30 M3 Sport Evo spec) to 260hp/tonne, which is in E46 M3 CSL territory.

Upgrades include Bilstein Group A spec coilover dampers (with road-friendly spring rates), H&R anti-roll bars, roll centre and bump-steer correction spacers, a 2.7 turn lock-to-lock steering rack, Michelin Pilot Sport 4 tyres and a powerful AP Racing brake system, consisting of 362mm front discs and six-pot callipers. While at the rear, 315mm rear discs are paired with four-pot callipers. The result is pinpoint handling and a dynamic ride, guaranteeing unprecedented driver engagement for an E30 M3.

The rest of the drivetrain sees the newly refurbed Getrag 265/5 dogleg pattern gearbox fitted and mated to a lightweight TTV flywheel and clutch, while

The E30 M3 in profile looks delicate in comparison to today’s behemoths. It’s interesting to note just how black the paintwork looks in these photos, especially in the shade…

The M3 sits silently as the setting winter sun warms the Goodwood circuit, with only a discreet Redux grill badge letting people know that this is no standard car…

an upgraded LSD is fitted and a quickshift gear mechanism (which has been re-engineered to remove any play) is fitted. The car’s electrical system is also uprated with three bespoke Raychem wiring looms, Autosport connectors (main loom, rear and engine bay) and two MoTeC 30 Power Distribution Modules make sure all the cars electrical systems receive power, including the MoTeC LED display screen that is discreetly fitted in the headliner just above the windscreen.

One of the scariest costs in this whole idea of building thirty E30 M3 CSLs are the pre-preg carbon fibre panels, which are manufactured by KS Composites, the same company who make the carbon fibre tub and panels for the Hennessey Venom V5. Imagine the R&D costs that went into this project before a mould was even produced. Admittedly these costs are spread over the whole project, as are the billet aluminium parts, which we’ll come onto shortly, but the carbon fibre panels took seven months to shape, mould and manufacture. And let’s not forget, hundreds of thousands of pounds. But what a result. All the body panels (except the door skins and roof) are made from pre-preg carbon fibre, unique to Redux. Both the door skins and roof (including scuttle panel and A-pillars) can also be supplied in pre-preg CF as premium options. The wider and taller front wings and rear quarters accommodate new Cinel 18-inch lightweight, forged aluminium monoblock wheels perfectly, with Nogaro silver-painted wheel centres, a nod to the Sport Evo. The new front bumper incorporates a redesigned splitter and undertray, twin circular intakes (also a nod to another iconic BMW, the E9 CSL), and a revised swage line. The mirrors, side sills, boot lid, rear spoiler, and gurney flap are all understated, modified designs. Particular attention was paid to the rear end, most noticeably the interface between the rear window surround, boot lid and rear quarter panels. In total there are eighteen pre-preg CF panels and parts. Opening the bonnet or boot lid reveals a stunning chevronpatterned, carbon fibre bare weave with a satin lacquer.

The interior is another area that has seen a big investment in R&D, with billet aluminium used throughout to give a premium feel. Replacing the original BMW black plastic dash parts with redesigned, anodised and machined billet aluminium versions gives a cleaner look with minimal distractions. The instrument gauge surround and binnacle, wiper and indicator stalks, headlight knob and bezel, centre dash console (including heater controls), and new lower dash section are subtly different to the originals. The new parts are likely to go unnoticed, as intended,

The engine bay is a paragon of tidiness, the S14 sitting proudly and looking quite special with the billet aluminium valve cover to the fore, painted blue and sporting the Redux name and logo

Both the bonnet and boot are made from prepreg carbon fibre and the weave can easily be seen on both photos. Both are like pieces of art in their own right…

but the owner can feel the quality of the new billet aluminium parts. A total of sixty machined billet aluminium parts are fitted throughout the car, both inside and out. A MoTeC keypad, discreetly hidden under a lid that looks like the original ashtray lid, controls the LED MoTeC headliner screen and gives the driver real-time data from sensors in the engine bay.

The 002 M3 is Redux’ first road specification model, 001 was mainly a track focused car. Being an E30 M3, multiples of three features throughout the vehicle. For example, sumptuous dark brown Nappa leather covers the Recaro SRD sports seats showcasing the discrete Redux logo perforated design. The total number of perforations on each logo is thirty, arranged in formations of nine. And a total of thirty dimples on the brake and clutch pedals, footrest, and throttle pedal, equals the total number of builds in the series. There’s three on the throttle pedal, nine on the brake and clutch pedal pads, and nine on the footrest, including the laser engraved Redux logos in the centres. Anthracite Alcantara covers the headliner, front and rear door cards, lower and centre dash console, and each pillar.

For those who love their hi-fi, they will be delighted to hear that the tweeters, footwell and rear shelf speakers and under-seat subwoofer are all supplied by in-car audio specialists Audison, while controlling the sounds is a Blaupunkt Bremen SQR 46 DAB head unit. The whole interior panelling is covered in Dynamat superlite sound deadening to provide a serene backdrop to enjoy the hi-fi or more importantly, the S14 engine screaming to 8000rpm. Quality wool carpets add to the ambience and the finishing touch is the BMW Motorsport gear knob, which is definitely not a VW Golf GTi golf ball gear knob.

New windscreens are fitted front and rear and stunning new headlights, hella bi-xenons for all four lights are fitted to give the front of the M3 a subtle new look.

Nearly there…

Once final assembly is complete, the car is transported in a covered trailer to Topaz Detailing in London. Topaz are regarded as the best paint protection film (PPF) applicators in the business, and 002’s hand-painted midnight emerald green paintwork was fully covered by their bespoke Redux TopazSkin custom design kit, a premium option on the cars Redux produces. The midnight emerald green paint is a stunning finish. From some angles the M3 looks jet black, however, in sunlight, the green comes to the fore and its flecks of silver catch the light of the boxflared body perfectly, making it shimmer in the sunlight.

Once the car has returned from Topaz, it then undergoes a thorough shake-down test. Final adjustments and tweaks ensure a perfect set-up tailored to its new owner. The car cannot be signed off until they have passed the test with flying colours. And there you have it. £300,000 for an E30 M3 enhanced and evolved by Redux into a lightweight M3 with 300hp under your right foot and a very similar power to weight ratio as an E46 M3 CSL.

The interior is beautifully finished, as one would expect in a motor car costing £300K. The seats are trimmed in Nappa leather including the pair of front Recaro SRDs, and include the Redux 30-hole logo perforated in the leather. The doors are trimmed in a mix of leather and alcantara while the steering wheel, centre console, lower dash, pillars and headlining are all trimmed in alcantara. Many of the black plastic trim pieces including lots of items on the dash have been replaced with billet aluminium replacements, which give the interior a real lift. A Blaupunkt Bremen SQR 46 DAB head unit makes sure you can keep in touch with the world and listen to your favourite tunes while on the move and seven Audison speakers make sure that what you are listening to is crystal clear…

This photo shows the MoTeC keypad mounted on the centre console that controls the MoTeC LED screen mounted in the headliner at the top of the windscreen. When not being used, a billet aluminium blanking panel pulls down to keep the keypad discreetly out of view, giving the interior a clean, minimalist feel

Driving Impressions

Unfortunately we weren’t able to drive 002 before it was delivered to its new owner, as the launch was at Goodwood at really short notice before the car had to be shipped. It was a real shame, but watching the video’s online one soon builds up an impression that the E30 M3 by Redux is a fine handling machine with plenty of grip, forgiving handling and with more than enough power to enjoy its balance. It seems as though it has a real chuckability to it that impresses and keeps the nimbleness the E30 M3 is famous for. But then what do I know? Let’s hear what some professionals who’ve driven it had to say about the M3. Carfection’s Henry Catchpole said: “I certainly admire the obsessive attention to detail that’s gone into it, and you can tell it’s been created with a deep knowledge of, and respect for, the original. I also think this is what most people imagine an E30 M3 would be like to drive. I love the standard original, but I think people picture it being something closer to Snijers on the Isle of Man or Winkelhock at Hochenheim. This has the power to make those dreams come true.”

While Top Gear’s Ollie Marriage added: “It’s got an induction bark that sears the ears, generous mid-range torque and a snarling 8,000rpm top end. I tore around in it, imagining I was Jo Winkelhock among a gaggle of others, tight gear lever slicing through the dogleg gearbox, brakes locking up, barrelling into tight corners, small, agile and hungry. I had a blast.”

Final thoughts…

I think this is the most difficult summary that I have ever had to write, covering a car that costs £300K, plus a donor E30 M3. Add to the pot what I’ve seen in many online comments, which I must try to ignore because none of these people have either driven the car or are in a position to purchase the M3, and in the end that’s what cars are all about, being driven. Some have criticised the ride height, yet when you see the car on track it handles sublimely and it was never Redux’ intention to create an road-going M3 that’s so low it looks like it’s on bags. Do you think a client spending hundreds of thousands on a special M3 would want it to look as though it was stanced? And speaking of clients, don’t forget that the car you see here is the client’s choice – the paint, the interior, seats… everything is bespoke and can be tailored to suit the clients wishes. If you want a yellow and purple striped car with a pink leather interior then Redux will build you that car, although Simon will probably try to talk you into reconsidering your choices.

Some have said it should have had more power, but how do you pull much more than 300 reliable horsepower out of an S14 engine? You might squeeze 20-30hp more at a push, but anymore is impossible without increasing the size of the engine again, which means more cost, plus you are going away from the purity of the car, which was to create a CSL version of the 2.5-litre M3 Sport Evo, and the SE was equipped with a 2.5-litre S14, which Redux have emulated.

You can argue this point until you go red in the face, but Redux has a very clear vision and has stuck to it. I’ve read numerous comments saying the engine should have been swapped for say an S54 engine from an E46 M3. First off, there’s the weight difference to consider. The S54 weighs approximately 40kgs more than an S14, so you are putting a chunk of extra weight in the nose of the car, which has quite a bearing on weight distribution and handling. It creates a similar question raised by the car’s stance: do you think a discerning consumer spending nearly £400K on an M3 wants a car that has received an engine transplant from another vehicle?

As for the comments about quality issues and faults, these are covered in the section above, where it’s explained that the car undergoes a shake-down test before it is handed over to the customer. All builds, whether they cost £10K or £300K have a snag list of things to do and put right, and this car was just the same.

Personally, if I had a vision to build an E30 M3 restomod I think I’d want the body to be a little wilder, more a caricature of an E30 M3 with even wider wings and arches. Plus, with the environment being such a prominent force in today’s society, I would specify a hybrid offering with more power, or even a fully electric powered car. I’d go down a similar path to Venicebased Totem Automobili and their classic Alfa Romeo Giulia GT restomods, which can be had as an electric powered model with 580hp, 1100Nm of torque and a 224 mile range. Or it can come fitted with the Alfa Romeo 2.9 V6 twin-turbo engine from the Quadrifoglio with power options from 620hp and 780Nm. Both cars have full carbon fibre bodies and exquisite interiors. They cost in the region of £385K…

So we return to the BMW E30 M3 by Redux. Is it worth £300K and a donor M3? I’ll sit on the fence here and say a car is worth what someone is willing to pay for it. I may have splinters in my posterior but it’s the only thing that really matters. And, as the saying goes, the proof is in the pudding, two cars have now been sold and 003 has just gone into build, with an order book that looks healthy. So what do you think? I’ve given you all the facts and figures, not forgetting the R&D on the panels and billet work, plus 4,000 man hours and an 18-month build time.

I also have to mention one last thing, most of us Brits are uncomfortable when talking about money, but we must take into account that each car has to make Redux a profit, so in that £300K cost there is a profit margin built in. Obviously Simon isn’t going to tell me what that is, but for everyone at home playing ‘restomod building’ don’t forget that each car you build has to make a profit or you can kiss goodbye to building 30 examples…

Author Heywood would have gone slightly wilder with the bodywork on a restomod E30 M3, making it more like a caricature of the M3, similar to Totem Automobili’s Alfa Romeo Giulia GT. The interior of Totem’s Alfa is exquisite…

Green hell.

Less than 2 hours’drive fromAC Schnitzer’s headquarters inAachen lies the Nürburgring, winding its way through the Eiffel mountains and affectionately known to some as“The Green Hell”.This is one of several locations, along with public roads, used byAC Schnitzer to test and developAC Schnitzer suspension, performance upgrades and other components.

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*Images show BMW M135i 2021 model. BMW dealer enquiries welcome. E&OE. Finance available subject to status.

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