Working on project cars can be a wild ride, full of unexpected challenges and rewarding moments. Sometimes, you stumble upon a gem that just needs a little love, and other times, you’re faced with a beast that requires serious dedication. My journey with these vehicles has been a mix of both, often relying on the right parts to turn a wreck into something truly special. This is the story of how finding the right BMW spare parts, among others, helped transform some seriously damaged cars into the dream rides I envisioned. It’s a tale of patience, a bit of luck, and a whole lot of wrenching.
Key Takeaways
- The BMW E30 project started as a simple car but quickly evolved into a unique ute conversion, showcasing creative modifications and the need for specific parts to achieve the desired look and function.
- Restoring a Ferrari involved sourcing extremely rare structural components, highlighting the difficulty and importance of finding original parts for high-value, low-production vehicles.
- The Jaguar S-Type R manual swap demonstrates how combining parts from different models (like ZF transmissions from BMWs) can achieve desired performance upgrades, even when factory options are limited.
- Reviving the BMW 635CSi’s ride quality required tracking down scarce strut tower bushings and new Bilstein shocks, proving that even common wear items can become hard to find for older models.
- The pursuit of custom Rotiform wheels for a BMW E30 led to significant frustration with communication, fitment issues, and powdercoat defects, underscoring the risks and potential pitfalls of custom parts and poor customer service.
Reviving A Classic: The E30 Project
So, the E30. This little BMW was supposed to be a simple, stock revival. You know, just get it running right, maybe clean it up a bit. It was a bit rough around the edges when I got it – the heater was a no-go, the stereo was dead, and some trim pieces were missing. Turns out, a hidden electric water pump was the culprit for the no-heat situation, but a new relay sorted that out. A cheap used stereo brought the tunes back. Easy peasy, right?
Well, that’s not how it went. The ‘stock’ idea lasted about as long as a snowball in July. First came the springs, shocks, and new wheels. Then, the engine. I wasn’t a fan of the timing belt, so I went with an M50 swap. It was supposed to be temporary, a placeholder until I figured out if I wanted to go diesel or V8. V8 won. A 6.0 LS and a T56 are now waiting in the wings. But that’s a story for another day.
Then came the unexpected ute conversion. My girlfriend loved driving the E30, calling it a ‘go-kart’ compared to her Volvo. She wanted one, but also wanted something she didn’t have to baby around parking lots. So, I grabbed another E30 shell, slapped on some all-terrain tires and a small lift. Ambitious? Definitely. I ended up cutting off the rear half, welding in a 4Runner rear window, and turning it into a truck. It’s still not fully finished, but she drives it and loves it. It’s a project, for sure, but a loved one.
From Stock to Swapped: The E30’s Transformation
Starting with a stock E30, the goal was simple: get it back to its former glory. But as anyone who’s tinkered with cars knows, ‘stock’ is a slippery slope. After addressing the basic issues like the heater and stereo, the urge to modify took over. The original pulley was so stuck it had to be cut off, which felt like a sign. Swapping the engine for an M50 was the next logical step, moving away from the timing belt and gaining a bit more pep. This was just the beginning of turning a classic into something uniquely mine.
The Unexpected Ute Conversion
This part of the E30’s life was pure impulse and a desire to build something fun and different. My girlfriend’s love for the E30’s handling, combined with her less-than-gentle parking style, sparked the idea for a truck conversion. Taking a spare E30 shell, adding a lift and some chunky tires was the easy part. The real work started when I decided to cut off the rear and fabricate a truck bed, complete with a salvaged 4Runner rear window. It’s a wild look, and while it’s still a work in progress, it’s become her daily driver and a conversation starter.
Finding the Perfect Parts for the E30
When you start modifying a car like the E30, especially when you’re going beyond stock, finding the right parts becomes a whole new adventure. For the engine swap, I needed specific mounts and a transmission adapter. The M50 swap itself required sourcing an engine, wiring harness, and all the associated cooling and exhaust components. Then, for the ute conversion, it was about finding a suitable rear window that could be integrated, plus suspension parts that could handle a bit more abuse. It’s a mix of hunting down BMW-specific bits and adapting parts from other vehicles to make the vision a reality. You learn pretty quickly what works and what doesn’t, and where to find those obscure pieces.
A Prancing Horse’s Second Chance
Sometimes, a car just shows up. A friend, stressed out from his finance job, decided to call it quits and, in the process, picked up a long-time dream car. Unfortunately, his dream came with a bit of a bump – a crash that left it needing some serious attention. The good news? Insurance covered more than he paid for it, and that payout became the budget for repairs. He towed the damaged Ferrari over, and we got to work.
The Ferrari’s Unexpected Journey
We started by tackling the front end. The nose bar and fender support were pretty banged up. Finding a replacement for that front support piece felt like searching for a needle in a haystack. It turns out, it was the last one available from a specialized Ferrari body shop out in California. Securing that rare part was a huge win and a major step forward. With the front end still a bit loose while we waited for some small clips and a headlight bucket, we were getting ready to bolt everything down for paint.
Addressing Critical Structural Damage
The initial assessment revealed some significant damage to the car’s structure, particularly at the front. We had to replace the main front nose bar and the passenger side fender support. These aren’t parts you can just grab off the shelf at any auto parts store. The search for the fender support led us to a specialist shop that had one last piece in stock. It was a relief to find it, as it allowed us to move forward with the bodywork.
Engine Woes and Future Performance Dreams
Here’s where things got a bit complicated. My friend wanted to get the 30,000-mile service done, which on this particular Ferrari involves pulling the engine and doing the timing belt. Standard stuff, right? Well, a compression test showed a low cylinder and one that was completely dead. Not ideal. We found a shop that could rebuild both heads for around $5,000. He’s thinking about it. The temptation to go a different route, maybe add a couple of small turbos and a standalone ECU, is definitely there. There’s a surprising amount of space in the back for such modifications.
The Jaguar S-Type R Manual Swap
Initial Repairs and Modifications
When this Jaguar S-Type R first landed in my garage, it was running, but not exactly happy. The previous owner had let some basic maintenance slide, and a few things were just plain wrong. The heater wasn’t kicking out any heat, and the stereo was completely dead. Turns out, a small electric water pump, meant to help with coolant flow at low speeds, had given up the ghost. A new relay fixed that, and a cheap junkyard stereo brought the tunes back. I also decided to do a few minor tweaks, like cutting off the mufflers for a bit more growl and adding a new intake. The original pulley was stuck on there so tight I had to cut it off – a real pain!
The Quest for a Manual Transmission
Now, I’m not a fan of automatic transmissions. They just don’t offer the same connection to the road, in my opinion. This S-Type R, while a beast, came with an automatic. It never had a manual option from the factory, unlike some of its German rivals. But, I found a clever workaround. The diesel versions of the S-Type use a ZF gearbox that, surprisingly, shares the same bolt pattern as the V8. This was the key. It meant I could adapt a manual transmission to this car.
Navigating Clutch and Drivetrain Challenges
Getting the manual transmission bolted up was the first hurdle. I used the factory flexplate, a custom-made flywheel imported from Europe, and a standard GM 10.5-inch clutch kit. It all came together, but then came the slave cylinder. I completely forgot to check it before trying to hoist the transmission into place, and it was toast. Waiting for a replacement from Europe was a test of patience. The transmission mount and crossmember seemed to line up okay, using sliding bolts, which was a relief. I’m still not 100% sure about the driveshaft, but I’ll know for sure once everything is back on the ground. It’s a complex job, but seeing that manual shifter in place makes it all worth it.
This project highlighted how creative problem-solving can overcome factory limitations. Finding parts that weren’t originally intended for the car required research and a bit of luck.
| Component | Details |
|---|---|
| Transmission | ZF (from S-Type diesel) |
| Flywheel | Custom (Europe) |
| Clutch Kit | GM 10.5" |
| Slave Cylinder | Replacement (sourced from Europe) |
| Transmission Mount | Appears to be factory |
| Crossmember | Uses sliding bolts for adjustment |
Restoring the BMW 635CSi’s Ride Quality
My old BMW 635CSi, affectionately nicknamed ‘Sharkie,’ had developed a ride quality that could only be described as bone-jarring. It felt less like a grand tourer and more like a bucking bronco. The front end was sinking so low that the tire was actually rubbing against the fender when I turned. After a bit of poking around, I figured out the issue wasn’t some complex mechanical failure, but rather the front struts themselves had seized up from years of neglect. It was time to get them out and see what was what.
Diagnosing the Oxcart Ride
Getting the car up on the lift, I pulled the strut housings. With a bit of effort and some heat, I managed to get the old Boge strut cartridges out. While I was in there, I noticed one of the strut tower bushings felt really stiff. A quick search online showed that new Bilstein struts were available, which was good news. However, the price for the OEM strut tower bushings was pretty steep, and there didn’t seem to be any aftermarket options. I also got a warning that the Bilsteins were low in stock, which added another layer of worry.
The cost of replacement parts can sometimes be a real shocker, especially for older cars where certain components are no longer widely produced. It makes you appreciate the ingenuity of people who can find or fabricate solutions.
Sourcing Scarce Strut Tower Bushings
Finding those strut tower bushings was a real headache. They’re used on a few different BMW models, but as cars get older, the aftermarket tends to stop making parts for them. The only place I could find them was directly from BMW, and the price was astronomical – way more than the new front struts themselves. I spent a good amount of time searching online, but came up empty for any reasonably priced alternatives. It felt like a dead end.
The Triumph of New Bilsteins
Luckily, I remembered that I’d replaced the strut tower bushings on a previous BMW project years ago, and I’m the kind of person who keeps old parts. Digging through my storage, I actually found a set of new, old-stock bushings that fit perfectly! It was a huge relief. With the new Bilstein struts up front and those salvaged bushings, Sharkie’s nose sat level again. The difference in the ride was night and day; it felt like a completely different car, smooth and planted on the road. It was a great feeling to finally have the old girl riding like she should.
The Art of Finding Rare BMW Parts
Sometimes, working on older BMWs feels like being a detective. You’re not just fixing a car; you’re hunting for ghosts of parts past. It’s a different ballgame than walking into your local auto shop for a common filter. These cars, especially the older ones, had parts that were shared across a few models, but as those models age out of daily driver status, the aftermarket just… stops. Suddenly, the only place to get that one specific bushing or bracket is the dealership, and the price can be eye-watering.
The Challenge of Obsolete Components
It’s a familiar story. You’ve got a classic BMW, maybe an E24 6 Series or an early E30, and something breaks. You check the usual suspects – online parts retailers, specialty BMW shops – and come up empty. Then you call the dealer, and they tell you the part is available, but the price makes you question if you really need that part. I remember needing strut tower bushings for my old 635CSi. These weren’t some exotic, one-off piece; they were used on several BMW models from that era. Yet, finding them outside of the official BMW catalog was nearly impossible. The dealer price was astronomical, easily costing more than a pair of brand-new performance shocks. It’s frustrating when a car that’s still very much driveable becomes a stationary art project simply because a small, seemingly insignificant part is no longer readily available.
Creative Solutions for Hard-to-Find Parts
So, what do you do? You get creative. Sometimes, it means digging through online forums and classifieds, hoping someone is parting out a car with the exact piece you need. eBay can be a goldmine, but you have to be vigilant. I once found a set of front struts for my 635CSi listed with an unusual part number. It took some digging and a direct call to the seller to confirm they were indeed the correct Bilsteins I needed. They were a bit pricier than I’d hoped, but the peace of mind knowing they were the right ones was worth the extra few bucks. Other times, it’s about remembering what you’ve got stashed away. Being a bit of a pack rat myself, I’ve found that old parts I squirreled away years ago for “just in case” scenarios have saved the day more than once. It’s a testament to the fact that sometimes, the best solution is the one you already have sitting in a dusty box in the garage.
The Value of a Well-Stocked Parts Bin
Having a collection of spare parts, even seemingly random ones, can be a lifesaver. It’s not just about having the exact part you need; it’s about having options. When you’re facing a situation where a new part is either unavailable or prohibitively expensive, that old strut mount or obscure trim piece you kept might just be the ticket. It’s a bit like a chef having a well-stocked pantry – you can improvise and create something great even with limited fresh ingredients. For enthusiasts of older BMWs, a well-curated parts bin isn’t just a collection of metal and rubber; it’s a resource that keeps the dream ride alive.
Custom Wheels: A Story of Patience and Frustration
The Allure of Custom Rotiforms
There’s something about a set of perfectly chosen custom wheels that just transforms a car. For my project, I had my heart set on a specific look, and Rotiform wheels seemed like the answer. I was picturing a certain stance, a particular vibe, and these wheels, specifically the MLW model in a 17×9 size, felt like the missing piece. The idea was to get them just right, a two-piece welded design that would sit perfectly. It turns out, getting that perfect fit can be a long and winding road.
Navigating Poor Communication and Fitment Issues
My journey with these wheels started with a company called Cedar Performance. They seemed to understand what I was going for – the offset, the design, the color. But then, communication just… stopped. I was left chasing down the Rotiform representative directly, which added a whole new layer of complexity. The first major hurdle was fitment. They assured me these wheels were common for my car model, but when they arrived, they wouldn’t clear the factory brakes. This was a big deal. I had specifically chosen a custom wheel for the ability to rotate them, a square setup, and this fitment issue threw a wrench in those plans. They only managed to fix two of the wheels, meaning I still couldn’t rotate them as intended. It was frustrating, to say the least.
Dealing with Powdercoat Defects and Customer Service
As if the fitment problems weren’t enough, the cosmetic issues started to appear. I noticed bubbling in the powdercoat on multiple wheels. One was bad enough that the bubbles actually popped. I sent that one back, already fed up, only for them to ship it back in the wrong color. At that point, I was done. While I still admire Rotiform’s wheel designs, their customer service experience was, frankly, awful. It took over two years from ordering to finally being able to mount them, and even then, they weren’t perfect. It’s a tough lesson: sometimes the dream look comes with a hefty dose of reality and a whole lot of waiting.
The pursuit of a unique aesthetic can often lead down unexpected paths. What starts as an exciting upgrade can quickly become a test of patience, requiring a deep well of resilience to overcome unforeseen obstacles in communication, fitment, and quality control. It’s a reminder that even the most desirable components can come with significant challenges.
| Issue Type | Details |
|---|---|
| Fitment | Wheels did not clear factory brakes. |
| Rotation | Inability to rotate tires due to fitment correction on only two wheels. |
| Powdercoat | Bubbling observed on multiple wheels. |
| Color | Incorrect color returned after sending one wheel back for defect. |
| Timeline | Over two years from order to mounting. |
The Road Ahead
So, there you have it. This whole project started with a car that was pretty rough around the edges, but with the right BMW parts, it’s become something I’m really proud of. It wasn’t always easy, and there were definitely moments I questioned my sanity, but seeing it all come together makes it worth it. It’s a reminder that even a beat-up old car can be brought back to life, and sometimes, the journey of fixing it up is just as rewarding as the final drive. Now, if you’ll excuse me, I think I hear another project calling my name.