All Technical Images (by gallery, then caption):

|Overview Gallery:
1 · Final Debut for the Twin Turbo at Monterey’s Concorso Italiano –BMWCCA Corral August 2006.
2 · Monterey – the final result in trying to keep a “Factory look” in a modern German Hot Rod.
3 · Kelly Kirkland’s shot with only 7 miles on the car. From this vantage point all the panels appear to be stock. However, the hood, trunk and rear glass panels are all lightweight substitutes.
4 · Rear trunk shows carbon fiber trunk and integrated strut brace into rollcage and wheel wells
5 · Interior with Sport option Alcantara inserts in Recaro seats. Note handle on left side of passenger seat, 3 gauge turbo boost cluster, Mclaren F1 accelerator pedal, 3 section dash, panic foot bar for passenger, long center console and body color matched fire extinguisher
6 · Just like “factory” but not: Rear script started out as a Tii badge now reading 3.0 Liter O2, Twin Turbo Injected Lightweight. Fabrication involved a long series of file and weld, file and weld. . .
7 · Style 41 alloys are a 2 piece OEM part taken from BMW’s Z3 Coupe at 17’’ they clear the wheel wells at all four corners. Large Brembo calipers are fitted to 322 mm Coleman rotors
8 · The finished engine compartment is a of new technology into a very tight 2002 engine bay. Every effort was made to use factory materials, designs and concepts in a blurry mix of 40 years of BMW history
9 · All the turbo plumbing fits in the 02 engine compartment –if you cut away enough of the 02 engine compartment. 1 ½ years were required to design and fabricate all the parts to get the motor correctly installed into the car. The lightweight block and head is only a few kilos heavier than the original 4 cylinder iron block the car was originally fitted with.
10 · The entire undercarriage is also detailed with the same OEM discipline. The reward for moving transmission to the back of the car is 51% / 49% weight distribution.
11 · Among the real Turbo’s from BMW at Monterey in 2006. Joyce Cain and Tom Rakestraw remove the cover for the first public viewing at Concorso Italiano
Kevlar Recaros are a tight fit around the welded in 8 point roll cage
12 · High performance pedals for the 02 include and “authentic reproduction” of the Mclaren F1 accelerator pedal
13 · Model seats with vintage belts provide more contrast to the technology picture
14 · Twin nostrils on the airdam are a tip that this is not a stock 2002 turbo
15 · At speed the package looks complete with the 17’’ wheels as the only clue of modern technology. This +4 ‘’ conversion was a visual risk with the design but the large factory turbo flairs swallow up all the tire/wheel into a balances space. Exhaust pipes hide the view of the rear transaxle
16 · Fjord Blue was not a Turbo color with works well with the vintage panels on an ‘02
17 · At home with it’s ‘older brother’ – 3.8CSi a restoration that was completed in 1999, also in Fjord. As the 3.8CSi was re-designed to be the ultimate “Grand Tourer” the Twin Turbo was designed to be the ultimate street legal track car.

|Paint and Body Gallery:
1 · Front radiator bulkhead gets heavy mods to accommodate larger radiator and drop in intercooler note the white upper panel is now removable with bolts.
2 · New Drive tunnel narrows passenger footwell.
3 · Base coat of Silver over primer on entire rollcage.
4 · Passenger side wheel well with new panels that clear the 17 inch wheels at full lock bulge in center of photo is clearanced for exhaust downpipe on engine side.
5 · No need for a spare.
6 · Factory OEM Turbo airdam gets second nostril for airbox.
7 · Rear wheel well bracket ties together rollcage, speaker shelf, shock tower and wheel well.
8 · On the rotisserie.
9 · Undercarriage with all the modifications completed ready for etching primer.
10 · Rakestraw applies etching agent before shutz'ing.
11 · Dominic Herrera applies the schutz with Wurth gun.
12 · The basic method used to build this car involved fitting the new BMW OEM part into the 2002 and then making a factory looking bracket to adapt it to the car. Over 150 custom parts were made. Many thanks to Butch for allowing me access to S and S engineering!!!
13 · Off to the body shop Golden Autobody.
14 · Delivery to Wayne & Dom @ Golden Paint and Body.
15 · Ireland Engineering graciously rented us both the hood and trunk mold tools. Thank you.
16 · Checking gaps to both fender and doors.
17 · Checking Gaps for the 14th time.
18 · Remasking the carbon trunk for clear coating.
19 · Carbon Trunk gets another coat of clear.
20 · Well over 200 hours to make the carbon hood and trunk fit correctly.
21 · Wayne Golden in the process of applying two and one quarter gallons of Standox Fjord Blue base coat was required. Then he laid down two gallons of clear coat. Standox makes aircraft paint seem cheep.
22 · Base coat awaiting clear coat
23 · Back home from the paint shop.
24 · details. . .
25 · The end result reflects all of the work that went into paint preparation and the skilled hand of Wayne Golden at Golden Paint and Body.

|Interior Gallery:
1 · Battery Access panel
2 · Center console test fit no. 43
3 · Center console with entire rear deck - A masterful design evolution by Tom Rakestraw, based on the original 2002 center console
4 · Center console at Autos International, where Joe was the stitchmeister
5 · More test fits at Autos International.
6 · Tom Rakestraw, the interior decorator, working on the rear shelf.
7 · Rear parcel shelf completed.
8 · Rear parcel shelf was designed to match the front dash style - Thanks to Tom Rakestraw.
9 · A three piece dash to wrap around the rollcage at A pillar.
10 · Rear parcel shelf lettering matched the rear trunk badge.
11 · Skull Padding wrapped in Aston Martin leather.
12 · Mclaren F1 accelerator pedal -exact reproduction.
13 · Recaro Pole Position seats in for a test fit.
14 · Kevlar versions of Recaro's Pole Position seats.
15 · Stage I Street Seats with perforated leather inserts.
16 · Stage II Sports seats with Alcantara inserts.
17 · A very tight fit between the Recaros and the cage.
18 · Autoflug seat belts are vintage correct sourced from Mr. Gortz. Thank you!
19 · View from the Driver's seat.
20 · Use no. 334 for bondo.
21 · Yet another example of project scope creep - building the three gauge cluster to look OEM.
22 · Custom instrumentation created by North Hollywood Speedometer.
23 · The finished instrument panel.
24 · Custom pedals.

|Turbo Motor Gallery:
1 · Test block M50 is used for first test fit.
2 · Multiple shopping trips to Burn's Stainless were necessary. Here's one payload.
3 · A one off airbox to move and filter the air into the Turbos.
4 · Intercooler passages were integrated into the radiator bulkhead.
5 · Custom oil pan baffles adapted to the E36 oil pan.
6 · Harness image adapts an M50 single VANOS harness with an M54 harness to a Autronic ECU and Ignition Module.
7 · Custom Turbo flanges were fabricated from 304 stainless with machined port offset to match Turbo’s inlet.
8 · All of the custom fabricated turbo parts ready for final install after 1 1/2 years of fabricating and test fitting.
9 · Engine Stand is from S and S Engineering.
10 · Manifolds started life in the M54 motor.
11 · Oil return lines are modified Audi 1.8 turbo units.
12 · The final exhaust side configuration.
13 · Fitting of custom carbon fiber airbox.
14· Assembled motor.
15· Two and three layers of heat shielding.
16· Final Installation
17· Fitting of custom carbon fiber airbox.
18· Tight installation.
19· Custom Compressor map for KKK units.

|Driveline Photo Gallery
1 · Temporary jig to align new rear sub-frame. Right angle aluminum extrusions were used to create straight edges to align diff and trans to rear control arms. Crude but effective.
2 · Modified E3 (Bavaria) control arm. The spring / shock mount has been removed and replaced with a coilover shock mount that is adjustable. First fit of the Porsche 993 calipers with Coleman rotors. Rotor hats are custom with drum brake feature to fit E3 control arm emergency brake shoes.
3 · Rear axle is suspected from an early M5. We could not confirm the part no. Quaiffe torque sensing differential is fitted. Photo shows control arm mounts moved in 55 mm. Center section is still be finished with E28 rear sub-frame. section to obtain mounting features to the differential housing.
4 · Photo shows donated rear sub-frames to make one rear transaxle frame. Foreground is a second 02 sub frame, center frame is E28 and frame placed in fixture is original 02 sub-frame. E28 frame was cannibalized only for the diff housing in center of picture.
5 · First fit of all sections fixtured for tacking: Second 02 frame is now the forward facing “arms” that hold the transmission rigid to the frame. E28 diff bracket is now in place bolted to the rear axle. Note original E3 control arms before shock mount was removed. Control arms notched to clear 17” BBS wheels that are 8.5 inches wide.
6 · Retaining the 02 rubber mounts.
7 · Shift linkage now connects from the front of the transmission, a custom shift selector bar was fabricated to protrude from the front of the trans that links to the shift level via a 37” shifter shaft made of chrome moly.
8 · Now welded together the sub-frame was placed back under the body. Until the original right and left sub-frame mounts are in their original location.
9 · Rear seat area is now the transaxle enclosure. A removable lid was fitted. Both parts are already in mild steel. Upper sections begin artboard patterns first.
10 · Rear sub-frame. fully installed, shift linkage in place in the original shifter location. Front cross member is a custom unit that provides two mounting locations for the bell housing. The motor / bellhousing assembly sits on for equal size motor mounts (Ireland Engineering).
11 · Final rear transaxle assembly after powder coating and plating. Rear diff mount is a modified E36 rear housing that has been extended 20 mm on the lower mounting bolts to fit the M5 diff housing. First fit for new bearing housing on the input shaft of transmission. This assembly includes a bell housing “face” that has been trimmed away to use as a mating part to the transmission bracket that bridges the two forward arms together. This entire transmission unit is bolted rigid to the sub-frame.
12 · This is the outer rear control arm mount being converted to an adjustable style using the same design that we created for the 3.8CSi. The original mounting holes are round, now oblong to provide 18mm of toe adjustment. Inner control arm mounts are slotted 90º from the outer (i.e. vertical) for rear camber adjustment.
13 · Final rear transaxle enclosure complete. Transaxle front mounts are bolted directly to the rollcage in two orientations. Diagonal bars tie into the center hoop of the rollcage. Many steps have been skipped in this photo including: sound deadening pads, seam sealing, priming, underbody schutz. Hole in center of cover is the inspection window that will be under the extended center console.
14 · Inside view to front of the transmission input shaft with two new bearings that hold the drive shaft. Upper bar is shift linkage. Left side black wire is pos. battery cable from remote rear battery location. Right side is the brake pipe for the rear brake bias valve located in the interior behind the rear seat.

|Rear Suspension Gallery:
1 · Control arm Pickup on inner side with new mounting bracket.
2 · Camber plates allow for toe adjustment (outers) and camber (inners).
3 · Control arms needed to be notched to clear the 17 by 8.5 inch rear wheels.
4 · First test fit after powder coating.
5 · Bugsy Symanek machined the rear coil over hats.
6 · Custom coilover hats had to be fab'd to clear the narrow shock tower tunnel.
7 · rear shock supports are height adjustable.
8 · Half shafts are custom 37 mm diameter and shorter than original E3 or E12 shafts- about 2 inches.
9 · Rear Diff in final install with light weight fuel tank.

|Front Suspension Gallery:
1 · Beginning the fabrication of the 02 sub-frame to accept new motor mounts and new rack mounts.
2 · 02 steering arm post welding was completed by Darcy Phong at DP welding in Azusa, CA
3 · First test fit on Rack and Pinion with oil pan and sub-frame.
4 · Porsche 993 universal on the left and John Deere series 8000 tractor universal on the right . The splines are a perfect fit to 02 columns. Go figure.
5 · Steering column got shortened about 9 inches with an new sealed bearing to keep in from moving.
6 · 322 mm Brembo brake kit for 2002's -not available in stores.
7 · Custom 6061 billet hubs machined to E12 dimensions.
8 · Front hub rotor.
9 · Ireland Engineering's sway bar and upper shock mount is elegant and effective.
10 · Ireland Engineering customized the Tii struts. Bilstiens started life in a VW Scirocco and were custom valved in 2007 to fit the twin turbo.
11 · Lower front arms are OEM with the dylrin bushings were later abandoned for spherical ball joint assemblies from Germany.
12 · Notched pedal box to accommodate steering shaft for rack and pinion. This entire system design and fab took an unexpected 40+ hours. Never again.

|Unique Details Gallery:
1 · Fabricating the motor mounts at S and S engineering shop
2 · Fuel tank was shortened to lower weight and move the mass closer to the center of the vehicle. 8 gallons.
3 · Once you use a rotisserie you will never go back to crawling on cold concrete.
4 · The most technically challenging part of the project -an all BMW rear transaxle using only OEM parts except for bearing assembly in front of transmission
5 · Front Strut brace was custom made by Rick -Speed- La Fever.
6 · North Hollywood speedometer built the new gauges with custom graphics, redline and top MPH.
7 · The largest possible intercooler in front of the radiator.
8 · Do it yourself Twin Turbo kit with these simple patterns.
9 · Front brakes with bulges for hot and cold (upper) turbo plumbing.
10 · Rear strut brace.
11 · Faux heater vent grilles are simply carbon fiber exposed with clear.
12 · Special wood enclosures store the steel hood and trunk.
13 · Rear lettering was a file and weld one off.
14 · Jeff Cahill designed the twin turbo script after the original turbo font.
15 · 3.0 liter 02 Twin Turbo Injected Lightweight.
16 · The first drive in as a Twin Turbo 11pm with curious neighbors.
17 · Second dyno day with Ben Strader yields 335 hp at 6 p.s.i.
18 · Passenger side door mirror in not N.H.T.S.A. approved.
19 · Special removable section in front of radiator allows access to intercooler.
20 · Dyno with Ben Strader.
21 · Corner weighing and dialing-in suspension day. Weight distribution turns out to be nearly neutral: 51% of the weight over the front tires and 49% over the rear tires. This is a good thing.
22 · A close-up shot of the one-off smaller and lighter fuel tank; also note the lack of spare tire well