There was no question I was going to stay with a BMW.  My old one fitted me like a glove by the time it came to upgrade, it just wasn't able to give me the performance I needed though.  With so many other competitors upgrading to turbo-charged cars, the fact I wanted something that could potentially be raced in other championships with engine remaps, I needed a platform that was able to both take the extra power should I choose to use it, allow me to drive it and be reliable.

​

It was ultimately a no-brainer to go for another M3 except this time, I decided to start with the same E46 shell but build it from the ground-up with a BMW S55 engine (the standard engine used in the M2, M3 and M4), a twin-turbo 3.0 litre lump capable of being mapped to significantly higher than the standard factory power / torque.

​

This time we started with a white shell and cage.  I would work on the livery later.

​

Because we were going for an M2/3/4 Competition engine, we couldn't use the old SMG gearbox.  One of the biggest issues was it simply wasn't viable in a race car with the demands I was now making of the car.

​

Design spec

​

BMW S55 3.0 litre twin turbo

Multiple maps - Multiple maps to support racing in 750MC Club Enduro or Roadsports, or BRSCC Supersport Endurance championships, running at 300bhp/tonne and a higher map should I wish to enter an alternative series.  Each map has to be downloaded to the car so they are not switchable from within the car . .  I'm sure there are some cars out there that do have in-car switchable maps which are difficult to police.  That's up the individual to feel good about themselves if they want to win by flouting the regulations.  I personally prefer to know it's down car setup, driver ability and hard work.

​

Coupled to this we (I . . .) originally thought we could work with the standard DCT gearbox from the M2 but we could not find a gearbox control unit that was capable of working with the engine control unit.

​

After initially fitting the DCT, I made the decision to switch to a Drenth sequential, specifically the DG500 capable of handling an input torque of 650Nm (approximately equivalent to 480 lbs/ft).  

​

My biggest challenge as we embarked on this new build was how I was going to set off and stop.  Setting off with a foot-operated clutch is fine but stopping is not possible for me when braking and down shifting due to my disability.

​

After a lot of research, Geoff Steel's team came up with a solution - a hand-operated clutch.  Somewhat awkward initially and indeed even after three seasons driving the car but, it works and allows me to stop safely and quickl;y without stalling.