Whether you like or dislike European cars, there is no disputing that DTM touring cars are some of the finest race vehicles on the planet. Back before the days of V8 Supercars, small European sedans were the most publicly acknowledged saloon racers on this side of the world. During the ’80s it was E30 BMWs, RS Cosworths and A4 Audis battling it out around the Wellington waterfront during the legendary Nissan Mobil 500. Once the V8s had taken over and the local politicians put an end to the street race, the only glimpse most New Zealanders got of British Touring Cars was on TV.

“The R32 Skyline RB26DETT engine fit the BMW engine bay remarkably well, helped by the decision to ditch the twin turbo setup”

Dunedin businessman Chris Henderson must have seen more than his fair share of the Euro monsters battling it out, most likely during the mid ’90s when E36 BMWs reigned supreme. Although the genuine British Touring Cars never raced on New Zealand soil, it was a glorious time for New Zealand motorsport. Kiwis Paul Radisich and Chris Amon were gaining international recognition against big names such as James Kaye, David Leslie and Alain Menu. Chris Henderson was competing in motorsport himself ­at this time, albeit on a far smaller budget than his European counterparts. But this didn’t stop him from dreaming of one day owning a BMW Supertourer.

Fast forward to 2003. Chris’s business was at a point where he could look seriously at racing competitively, and what better vehicle could there be than a BMW? After making the trip to Europe and checking out some genuine Supertourers, Chris made a smart decision, one that would undoubtedly save him thousands of dollars. The 10-year-old genuine factory race cars – while being well used – still commanded a serious price. This is not what put Chris off purchasing one; it was the repair and maintenance that was the last straw. If a car was purchased and exported to Chris in Dunedin, what would happen if anything went wrong? Sending parts across the world is costly, and would also result in huge time delays. So the plan changed. Chris wouldn’t buy a car that no one knew how to work on; he would build his own. And it would be more powerful and much simpler. All it required was a few talented locals and some strange crossbreeding that could only be done in the Deep South.

As Chris owns a car yard, it wasn’t long before the perfect sacrificial lamb showed up. The innocent-looking 1994 318i BMW sedan was soon to have a new heart with a whole lot more punch than its old one. Over the next 18 months, the vehicle evolved bit by bit into a wild amalgam of Japanese and German engineering. GT-R Skylines have had a huge impact on world motorsport, winning just about every event they have been allowed entry into. So what better than to take a Skyline motor and drop it where the anaemic German anchor once resided?

Phil Winter, a familiar name in these pages, helped out with the conversion, and as with Phil’s previously featured 2JZ-powered Altezza race car, all fabrication is top notch. Another NZPC regular, Mike Lynn, owner of Dunedin’s Turbo Shop, was another invaluable contributor to the project. As Chris puts it, “Whatever Mike said, we did”. Once Christchurch’s Scott Fitzgerald completed the comprehensive roll cage the car was sent back to Midway Motors, where the rest of the build would take place. The R32 Skyline RB26DETT engine fitted in the BMW engine bay remarkably well, helped by the decision to ditch the twin turbo setup. In place of the factory cast manifolds and small turbos is a beautifully crafted steam pipe manifold that holds a Garrett GT3540 turbo. “I would love to have a tubular manifold,” says Chris, “but it wouldn’t be strong enough to hold the turbo for endurance events.”

For boost control Mike recommended a Tial 42mm external wastegate that vents into the vehicle’s 3-inch exhaust. As reliability was more important than outright power, Chris has spent the money where needed, without chasing unusable horsepower figures. The engine’s bottom end remains as the engineers at Nissan intended, with the only exception being a freshen-up of bearings and rings. Helping the hard-working straight six to keep well-lubricated is a Brennan Racing dry sump, with the 10-litre tank mounted in the rear foot well.

Cooling is the most important area of the car when it comes to engine reliability and longevity, so as well as the dry sump the car runs a large oil cooler and remote mounted filter. Water cooling is taken care of by a three-row alloy radiator, while intake charge is cooled with a 100mm thick intercooler.

“While it would be tempting to add even more power to the car, the 450hp it produces at the wheels will keep even the most experienced of drivers busy”

The fuelling side of the engine is where a substantial amount of time, effort and money have been spent. The stock injectors remain, but they’re now fed by an A’PEXi twin entry fuel rail. Braided lines lead into each end of the rail from a large custom-made surge tank mounted in the boot. Just below and rearwards of this is the huge 120-litre fuel cell and twin Bosch 600hp capable fuel pumps. With twin quick fill inlets, topping the tank takes just seconds. Being able to carry such a large amount of fuel is great for reducing the number of pit stops during endurance events, but not so good when looking for weight savings. But placing the setup behind the rear axle and as low as possible has aided with the car’s front-to-rear balance, as well as helping traction.

Recently Phil has remanufactured the vehicle’s rear end. The custom diff cradle now sits far higher in the vehicle and is braced directly to the roll cage. This was because of the car’s healthy appetite for CVs with the previous drive shaft angle. The diff itself is also from a GT-R Skyline and runs a 4.5:1 ratio on an LSD head. Further forward up the driveline is an RB25DET 5-speed manual gearbox with an OS Giken twin-plate clutch. To get the ratios exactly as Chris wanted, a custom lower ratio fifth gear has been produced.

Suspension-wise, KSport coil-overs are used in all four corners, along with King Springs, a custom front strut brace and custom sway bars. These items, plus the extra-stiff roll cage and custom-built rose jointed rear arms, ensure a precise and predictable handling package. Another outstanding part of the vehicle is its brakes. Up front, 6-pot AP Racing callipers have been mounted to the BMW hubs and clamp on 330x32mm vented rotors. Down the rear are 4-pot Wilwoods and 300x30mm rotors with carbon metallic pads. Thanks to the Wilwood pedal box, brake bias is adjustable on the fly and a solid, un-boosted pedal is assured.

Along with the pedal box, the rest of the interior is a full race affair; all creature comforts are long gone. Inside the vehicle a lengthened steering column allows for the rear-mounted Racetech carbon/kevlar seat and Momo race wheel. Mounted in place of the stock instrument cluster is a MoTeC digital dash, which receives its information from a MoTeC M600 engine management system.

Since it was partly the aesthetics of the factory race cars that attracted Chris to run a BMW, it was essential the car look the part. All four wheel arches have thus been substantially flared and a custom front splitter added to the bumper. For weight savings a carbon/kevlar bonnet and boot lid were added, the latter with a large carbon fibre rear wing. Both headlights have been replaced with black covers, which not only provides a staunch look but also allows for airflow through the headlight cover to the Uni Filter. Chris’s choice of ANZ RS 18-inch wheels also adds to the appearance, and there is no doubting that the 245/45R18 Kumho slicks mean business.

The build totalled two-and-a-half years, which is about normal for one of this magnitude. Since completion the car has been highly successful in a number of endurance events. While it would be tempting to add even more power to the car, the 450hp it produces at the wheels will keep even the most experienced of drivers busy. The decision to build the car using a Japanese motor and local knowledge means that mechanical dramas and repair bills have been virtually eliminated. With the genuine race car Chris originally looked at requiring an engine rebuild after almost every event, I’d say he made a very wise decision.

Driver Profile

Chris Henderson

Age: 34

Occupation: Business owner

Previously Owned Cars: CA18DET-powered AE86 race car, 13B-PP Mazda RX-7 rally car, Mazda BFMR rally car, AE86 Trueno race car

Dream Car: DTM Touring car

Build Time: 2.5 years

Length of Ownership: 4 years

Chris Thanks: Midway Motors, Kumho Tyres, ANZ Wheels, KSport suspension, Collision City Mosgiel, Scott Fitzgerald, Rick Deihl, Mike Lynn @ Turbo Shop, Mike Patrick @ Cropper Smash Repairs, Jason Bouzaid @ Collision City Mosgiel, Phill Winter, Tony Wilson, Brent Russell @ ANZ Wheels/KSport suspension, Craig Russell @ Automotion and everyone else I forgot.

Tuning Menu

1994 BMW E36

Engine: Nissan RB26DET 2.6-litre DOHC 24v in-line six, Garrett GT3540 turbo, custom exhaust manifold, Uni filter, heat-wrapped intake, A’PEXi twin entry fuel rail, 2x Bosch 600hp fuel pumps, 120-litre fuel cell, custom surge tank, 3-inch exhaust, Turbonetics 42mm external wastegate, three-row alloy radiator, MoTeC M600 ECU, MoTeC digital dash, Turbosmart bleed valve, Brennan Racing dry sump, 100mm intercooler, remote oil filter

Driveline: Nissan GTS25T 5-speed gearbox, custom fifth gear, OS Giken twin-plate clutch, GT-R rear diff, 4.5:1 diff ratio

Suspension: KSport struts, King springs, custom front strut brace, custom sway bars, custom diff cradle, rose-jointed custom rear lower arms

Brakes: AP 6-pot callipers, 330x32mm front rotors, Pagid pads, Wilwood 4-pot rear callipers, 300x30mm rear discs, carbon metallic pads

Wheels/Tyres: 18×8.5-inch ANZ RS lightweight alloys, 245/45R18 Kumho slicks

Exterior: Flared guards, M3 front bumper, carbon/kevlar bonnet, carbon/kevlar boot lid, fibreglass splitter, Lexan windows, carbon fibre rear wing

Interior: Racetech carbon/kevlar seat, Momo race wheel, lengthened steering column, MoTeC digital dash, carbon door trims, custom roll cage

Performance: Dyno Power ­– 450hp @ wheels (18psi boost), Ruapuna – 1.31, Levels – 1.07, Teretonga – 1.04