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DA SC'D M5 Appreciation thread.

24K views 104 replies 35 participants last post by  wilsodh 
#1 ·
I want to start a thread based on the awesomeness of these cars. The two "TWINS" were built 7-8 years ago... and NOBODY has been able to come close to the power level of these two animals. Many had doubts.. and few thought they could replicate with either turbo's.. twin SC'rs...ect. But it just hasn't happened.
The Blue car has put an extremely consistent 690 RWHP on many occasions on many dyno days.That is with 10 lbs of boost and 93 octane. It has proven itself time and time again against some of the mightiest cars on the freeway. Smoked just about ANY production car... it makes 911 GT700's to run on a race gas to catch it... it runs 128+ through the traps... all weighing in at 4k lbs... bumping system... AC on... and every single comfort the M5 came with from the factory.
The TWINS are works of art.... and they are still roaming the streets.... still being driven the way they were built to be.

Huge respect for Shadowman for building these cars.... and setting the bar that has yet to be crossed by ANY M5 builder.
I am proud to have once owned one of the TWINS(4 year ownership)..... (yeah... i miss it)
 

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#3 ·
In virtually every rodeo arena in the southwestern United States , tucked away in a distance, dusty corner, in a stall without a sign, there sits the biggest, blackest beast in the stable. Every cowboy knows he exists, and has heard the tales of the untameable . This is the animal on which, on any given weekend, he could cement his reputation as the greatest rider ever. If he survives the encounter. ‘Eight seconds on El Diablo,' his mind will whisper seductively. Yet, when the pairings are announced after the draw, every man in the field will, without exception, cross his fingers behind his back and pray that he will not have to be the one chosen to tame this feared black behemoth. Is this car a literary hyperbole or absolute truth? We're here to present the facts.

Shadowman (AKA Bill Knobloch) and his cohorts at Discovery Automotive, located in little-known Placerville, outside of Sacramento, California, are literally and figuratively ‘back in the saddle again.' This time, however, rather than simply building another supercharged M5, at the request of the overseas owner their mission was to build the highest-horsepower, fastest E39 in the world, bar none. With such a tall marching order, Bill decided that drastic surgery of unprecedented proportions would be required. Due to circumstances beyond the control of the owner the car arrived at D/A's ‘Area 51' facility in a depressingly disassembled state. The total dollar outlay to simply replace pieces would have been more than enough to make a hefty down-payment on the purchase of a new BMW. Call it love or lunacy, but the owner felt such an attachment to this particular car that absolute number (and a general loathing for i-Drive and SMG) meant little.

The best that can be said for the shape of this car upon arrival is that Bill and his guys did not have to remove the engine. A check of the block revealed a crack in one of the cylinders, rendering it an ü ber-expensive cast-aluminum doorstop. A new block was procured and promptly magna-fluxed and blueprinted. Bill's initial inquiry to Darten Sleeves about the possibility of steel sleeves capable of withstanding 20lbs of forced-induction produced cries of, ‘it's just not possible.' Fearing that the block's original Alusil lining might suffer under the abuse he was planning, Bill had the cylinders rebored and plated with NiCom. Customer components from the likes of Carrillo and Arias were polished, and flow-matched by VAC MotorSports. One millimeter-larger stainless steel valves and seats were installed, along with new guides, springs, retainers and keepers. Schrick cams handle the increased actuation duties. Carefully hand-assembled by Noe Alduenda, it was anticipated that this engine could handle everything the Vortech race-spec T1 supercharger could possibly throw at it. Imagine everyone's surprise when it couldn't.

Just as bulls have horns and rose have thorns, this project has been fraught with massive technological challenges. The first run-up of the engine produced mysterious bottom-end noises and a less-than-satisfactory leak-down test. A rapid consultation with the manufacturers of the components ensued. Finally, Bill was informed that there ‘might be a slight compatibility problem between the high-tension chromed stainless steel rings and the NiCom cylinder linings.' The engine was pulled from the car and stripped, revealing that indeed, this issue had reared its ugly head. Bill again called the experts at Darten, and, after pressuring them for a precise answer as to why he couldn't have this block sleeved, he was promised that it could be done, if the proper machining were accomplished. Arrangements and agreements were made and the block was sent off to VAC's skilled machinists for preparation.

In the meantime, back at D/A's ‘Area 51' an entire host of changes was already underway on ‘black M5.' Starting from the outside in, from front to back, a carbon fibre bonnet with cooling ducts was manufactured by RNR Composites, with the assistance of Ben Kleinberg. A Hamann Competition rear bumper and spoiler group was selected, along with matching side skirts and front spoiler splitters. The OEM front bumper cover was used as a foundation for a hand-fabricated lower front grill, powder-coated satin black and decorated with the BMW colours and M logo. The rear bumper was test fitted prior to being shipped off to the painter, and an underbody air deflection panel was fabricated to prevent the cover from acting like a giant wind brake at top speed. All of the windows, including the windshield were tinted. This dark horse beauty did arrive from its owner in Bahrain wearing clear front turn-signals, along with smoked side markers and rear tail lamps, so little was required in that department. With the help of XenonDepot in Canada , xenon driving lamps were added to the machine's front valence, adding an additional means for notifying slower drivers of its fearsome overtaking speeds.

As extreme and yet tasteful as the exterior, the interior received no less attention, and in a few aspects, ever more. For example, Bill had the instrument cluster modified by Nowack in Germany to display 340 km/h, to light an LED redline warning lamp at 7500 RPM, and to display the output from the remote-mounted Valentine One laser/radar detector. The dash and centre console trim was removed and sent away tot be refinished in aluminum-look silver. The OEM headliner was tossed away; replaced by Alcantera leather. Auto meter gauges were mounted in a leather-surfaced pot in the centre console. The ‘engine start; button from a Z8 was wrangled into an opening in the dash. A few familiar faces make notable appearances; Hamann shift knob, hand brake handle, and pedal set top their respective controls. UUC's excellent Evo 3 shifter and DSSR add an ultra-precise feel to the gear selection. An AC Schnitzer steering wheel, leather-wrapped naturally, was also colour-matched to the aluminum trim finished off with a white-and-carbon-fibre roundel similar to the ones found outside. More Alcantara suede was slathered about on the door trim, completing the luxurious outfitting.

While the various panels were removed for refinishing, recalibrating, or recovering, per the owner's request, the entire sound system was refashioned using top shelf components. First Rainbow ‘Vanadium' Profession series CS230 V 5.25” speakers with titanium tweeters replaced the OEM paper-cones. A MKIV DVD/Navigation system was installed in the dash, along with a full-time TV tuner. A rear view digital camera displays the aft view when the car is in reverse. IT can also be selected through the dash controls, sending it signal wirelessly to a 60 gigabyte on board hard-drive. The sound is catapulted from the speakers from two McIntosh amplifiers mounted behind an etched ‘Area 51' plexi screen. The Rainbow 12” subwoofer resides in a tuned compression enclosure out of sight behind the amps, but capable of peerlessly reproducing inordinately complex Middle Eastern pop/trance/dance rhythms with little stress. If this weren't enough, the software controlling this rolling nightclub can be accessed using the steering wheel's buttons. Cowboys on bulls have never had it this good.

Foremost though, this is an ‘engine car.' From the moment they key is switched to on, and the engine start button is pressed, this meticulously massaged mill rips to life, eager to devour lesser forms of transportation. When the block arrived back from VAC MotorSports, interlocking Darten steel sleeves had been pressed into place and the stout unit was finally ready for boost. Noe, Master BMW technician and a long-time ‘Area 51' denizen assembled the engine for a second time using the reciprocating innards carefully balanced by Rex Hutchinson Racing. Bearings were matched from 4 OEM sets for a perfect bottom-end fit. Multi-layer head gaskets and new head and main bolts were utilized to clamp top and bottom into place. Bill took no changes; all ‘soft; items such as the water pump, thermostat, and all belts and hoses were replaced. The OEM clutch fan was eliminated, having once proven incapable of reliably withstanding the engine's quick-revving nature.

The standard Discovery Automotive M5 supercharger intake system was utilized, but modified to accept 20lbs of boost at full boogie. The ‘safe' level of forced-induction for the S62 motor having been determined to be roughly 08lbs, with proper fuelling and timing control, meant that, in order to handle two-and-a-half times thatr , keeping the charge cool would be a priority. A programmable AquaMist water injection system sprays detonation- cancelling fluid through two special nozzles mounted in the underside of the of the carbon fibre supercharger-to-plenum tube. The air passes through an air-to-water intercooler core before entering the main area of the plenum. Sixteen total customer injectors feed fuel into the CNC-machined aluminum velocity stacks; miniature works of mechanical artistry and unfortunately hidden beneath the carbon fibre air box cover. Not one single system beneath the bonnet was left untouched. If the United States allowed cars to be rebadged in a manner similar to Alpina in Germany , this car would have to be known as a D/A M5! Or, alternatively as it will probably become known in Bahrain , as ‘that damn black M5!'

If this list were to stop right here, Bill's beastly creation would still have a place reserved in the BMW Tuners' All-Time Greatest Hall of Fame. IT would stand as a shiny black pantheon to all that overly-obsessive engineering and an equally unfettered imagination can accomplish. But, this list doesn't stop here. Bill had a set of Supersprint 4-to-1 headers finished in titanium then strapped them on to the rest of the SS catalogue; high-flow metal catalytic converters, X-pipe, and a cat-back system. As easy as that sounds, it turns out that the Hamann folks kindly omitted the fact that there was a sizable difference between the spacing of the OEM system, and the openings in their rear bumper. To provide the proper fits, the system had to be significantly widened and new hangers TIG-welded to the chassis. Where there's a Will, a Sean, A Greg, and a Steve (all D/A employees) there's evidently a way.

There are other craggy touches that all less evident. The oil filter and power-steering reservoir were both relocated from left to right. A trick pre-loaded and self-adjusting supercharger belt tensioner eases belt strain on the crank. There's a new oil separator and crankcase breather system, and even stainless steel oil transfer manifolds mounted under the motor. Putting the boost-beefed horsepower and torque to the ground in a UUC Motorwerks Stage III 6-puck ceramic-metallic clutch, lightweight flywheel and upgraded transmission mounts. Koala Motosports upgraded the driveshaft to handle the torque and also modified the rear differential, installing 3.15 rear gears at the same time. The might sound unusual but, with the wheel hop generated by just a stock M5 during a hard launch, this car's owner was not concerned with being the quickest off the line. Outright, eye-watering, overall top speed was the goal, and the 3.15 gears were simply one more means to that end.

Pursuant to control, Dinan Stage 3 suspension with fixed front camber plates, and upgraded front and rear anti-sway bars were fitted. Dinan strut tower braces help stiffen the already-rigid chassis by a touch more. Although this isn't the in-vogue coil-over package most would argue would be best suited to the car, the Dinan setup is irreproachable in terms of feel and ride quality. Every body motion is expertly-controlled by the spring and shock rates. Turns are carved with the inevitable precision characteristic of a Teutonic titan; no tyre ever feels overworked by the car's considerable heft. Certainly this sensation is enhanced by the 19-inch BBS three-piece wheels and Nitto NT555 tyres. Brembo Grand Turismo-series 8-piston calipers press four pads per side onto two-piece 15” rotors in the front. Not to be left out of the fun, four-piston rears grip additional multi-part assemblies of a size more likely to be found on the front of Ferrari or Porsche supercars! Outstanding stopping force is the rule, not the exception here.

So now, to answer the question asked by everyone who has laid eyes on this car; yes, it is the most powerful tuner-built M5 on the planet. Claims of this magnitude are usually met with outright skepticism, distrust and disdain. Bill would certainly agree. With a delivery deadline approaching and an anxious owner awaiting the return of his most cherished automotive baby, Bill strapped this car, and its fraternal twin (yes, there is a second Avus Blue 2001 M5 trolling the highways of Texas ) to a dynometer for final tuning and software adjustments. During one conservative run to 6200 RPM, where the boost had only risen to 10.5 psi, the dyno recorded 540 stampeding horses reached the rollers. Factor it however you like for drive-train loss, but that's nearly 100 horses more than the next nearest tuner's best claim! Bill states that an additional 60 was added, bring the total to a round 600 at the wheels just by nudging the air/fuel ratio a wee bit more toward 13:1 or 14:1, but the risk involved began to outweigh the benefit of a few extra horsepower. The motor still needed another 1000 miles of break-in time before its departure for Bahrain and Bill, ever the conservative one, would only make a peak power pull if he were allowed to thoroughly disassemble the motor once more and recheck all of its specs. Ultimately, the owner indicated his craving for his car took priority over any bragging rights provided by a mere chart printed on graph paper, and, with that in mind, the DME tuning was completed and the dyno day was done.

Proof of Bill's success lies not in the peak on that chart but rather his system integration achievement; flawlessly nailing his target 12:1 A/F ratio. With eight primary injectors, eight secondary injectors, two water injectors, dual VANOS, eight throttle bodies, 9.5:1 compression-ratio pistons, and the host of sensors required to feed information to the machine, a once-simple measurement such as air-to-fuel has become a frighteningly complicated mix of factors. Longevity and driveability were paramount; peak power for advertising purposes wasn't considered for a moment.

In real world terms, Bill's team has built the ultimate mechanical bull. Visually it's equivalent of an Olympic gold-medal-winning weightlifter wearing a black Armani suit: tasteful yet heavily-powerful. With an exhaust note akin to that of a Top Fuel Dragster, the pulses emanating from within seem to shake the ground. Blower whine announces its arrival long before the car can be seen, while its distinctive roar leaves no doubt as to its capabilities. No one asks if it's fast. No one asks if it's expensive. Like those old cowboys looking at El Diablo in the ring, tossing one-glory-seeking rider after another to the ground, observers can be heard muttering in hushed tones, “Now that one's a bad-***!” We certainly couldn't agree more.
 

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#4 ·
With over 600 hoursepower at the rear wheels, this no-compromise M5 built by Discovery Automotive is one of the most powerful ever created

John Emerich Edward Dalberg Acton, better known as Lord Acton of Aldenham once wrote, “Power tends to corrupt, and absolute power corrupts absolutely.” A man with four first names ought to know. Of course, back in 1887 “horsepower” was generally reserved for actual four-footed equestrian land-mammals, not meticulously-constructed four-wheeled contraptions. We're positive that Lord Acton never envisioned this 2001 BMW M5 but we can certainly imagine the respect he might have had for a vehicle capable of burning the rubber off its rear tires though the first three gears. Could this be the definitive modern translation of Lord Acton's “absolute power”

In the automotive world, the number of manufacturers, factory or otherwise, capable of producing a car placing 600 horsepower on the ground can nearly be counted on one hand. If this were a race car, high horsepower and torque numbers would be expected, even preferred. But its not; it's a license-plate wearing, pump-gas-swilling, five-passenger super car on banned-in-baseball performance-enhancing steroids. For Bill Knobloch's Discovery Automotive (Welcome to Discovery Automotive High Performance Exotic Tuner for BMW ///M series, Lamborghini, Porsche, Ferrari, Ford GT.), a small, little-known band of specialty vehicle constructors in Placerville, California, designing and building this particular owner's “World's Quickest M5” was a project where reliability was as high of a priority as sheer numbers. He has a true “enthusiast's view” of these endeavors. “It is to some degree relative and more important, very subjective. Basic transportation will always be just that, and for most this will forever be their norm… However, for a select few, customized, tuned, specially-constructed vehicles, custom scooters, etc, will always be one of their driving forces; passions to be enjoyed and appreciated for the most part by the person who owns the vehicle. It is for many, a reflection of themselves…” His shop, known as “Area 51” to its employees (an inside joke alluding to its remote location in the forested hills outside of Sacramento), is now fast becoming an M5 Mecca, aided by Bill's uncompromising insistence on only using the best products possible. This blue streak's stunning 600 rear wheel horsepower, achieved during its initial tuning runs (chew on this- the owner has yet to determine its true peak output) at a maximum of “around 6000 RPM” has already marked it as potentially the most powerful M5 ever built, period

What, exactly, did this entail, other than one gigantic mountain of liquid assets? It required incredible fabrication skills, flawless attention to detail, and boost. Copious quantities of boost! Bill's use of a T-1 trim, race-spec Vortech supercharger is admittedly a bit unorthodox, but for this particular application, very appropriate. Although it could provide up to 20 lbs of positive manifold pressure, Bill fits a custom-sized pulley calculated to generate useful thrust beginning at approximately 2500 RPM, spinning the charger to a peak of 15 PSI just slightly over 50,000 RPM at the engine's 8000 RPM limit. That latter number is not a typo (more on that in a minute). Wary readers should be cautioned now not to blow the b/s whistle too early. Of course, there'd be no way a stock S62 bottom end could be expected to survive such abuse for very long. Bill's solution? Let's just say this work is bound to upset BMW warranty representatives, should they ever find out.

Bill and his crew began the arduous modification process by stripping the engine down to the bare block. Initially it was thought that the cylinders could be “sleeved”; OEM Alusil linings machined out of the aluminum block and steel sleeves pressed into place. This is a standard practice for ultra high-performance motors when high boost, which generates localized high temperatures in the metal will be utilized. When informed that it was “impossible to do” on the S62, Bill was forced in a separate direction. He had the Alusil removed via careful machining at VAC MotorSports, the block cryogenically-treated and magna-fluxed (to ensure no hidden faults existed in the aluminums's crystal-like structure), then re-plated. High-tension chromed steel piston rings were selected and carefully installed by Noe Alduenda, a BMW Master Tech and Area 51 co-conspirator. They were paired with custom Arias 9.5 to 1 compression pistons, custom Carrillo rods, and a micro-polished crank riding in hand-matched bearing from 4 different OEM sets. The entire rotating assembly was completely balanced by Rex Hutchinson Racing prior to installation. The heads were ported, polished and flow-matched by VAC MotorSports, and benefited from the addition of 1 mm larger stainless steel valves and seats, multi-layered head gaskets and new head bolts. Schrick cams were chosen and installed, along with new springs and retainers. Although anticipated to perform perfectly, the engine didn't. An unusual noise was apparent and there appeared to be an oil control issue. Several involved with the project shared that all it needed was a bit more run time however as Bill later stated, he felt there was a “potential ring/lining compatibility issue”. Rather than risk complete destruction, the motor was pulled and disassembled, and as suspected, the high tension rings had eaten right through the cylinder coating. Unwilling to abandon the high-tension rings, projected to provide a better seal under boost, D/A was forced into truly radical, uncharted territory; sleeving the S62 block.
Bill holds Darten Sleeves and VAC MotorSports in high esteem as these two companies were essential in achieving his new goal. The torch was passed to Tony and Paul and their machine shop at VAC. Hours of careful measurements and machining later, they had the specs necessary to enable Darten to construct interlocking steel sleeves, which were pressed into place by VAC. The motor was then carefully hand-assembled by D/A and installed, at which time all maintenance items, such as the water pump, thermostat, belts, hoses, and the clutch-mounted fan, were replaced. In the case of the cooling fan, for fear of catastrophic, high-RPM clutch failure (which has happened), Bill replaced the engine-driven model with a high-flow electric unit.
On top of this mechanical smorgasbord of goodies, Bill fitted two custom powder-coated valve covers and lower plenum, a gorgeous custom-made carbon fiber plenum cover, eight carefully-machined, billet-aluminum velocity stacks which contain a total of sixteen fuel injectors and two oil-ring-sealed billet-aluminum plenum mounts (which replace the OEM “compliance gaskets” under the air box). The machine-milled pieces could serve duty in the Louvre Museum as a mechanical art display! The S62's famous “box of plastic snakes” is gone. The industrial-strength, O-ring sealed air box assembly contains, along with the aforementioned velocity stacks and injector rails, an air-to-water heat exchanger core. Its corresponding liquid charge cooler rests in the BMW front air dam, complete with an additional N-EXP RE SS nitrous oxide fogging ring to provide an extra dose of cooling aid. Factory-like Deutsch connectors were used to not only ensure a proper seal, but to achieve an “easily serviceable setup” in case future disassembly sho

Not content to merely chill the air, Bill also installed a custom programmable Aqua Mist water injection system to control detonation. Complete with a custom fluid tank and a pair of accumulators, two nozzles were mounted into the bottom of the swooping, carbon fiber discharge tube which connects the supercharger to the plenum. The tank hangs out of sight inside the driver's side front fender. An additional carbon fiber in tak e tube runs between the Vortech's inlet and the dual OEM mass air flow meters mounted ahead of the driver's side inner wheel liner. The well-supplemented engine fires its cannon-like exhaust through custom-coated Supersprint 4-to-1 headers, custom HJS metal catalytic converters, a Supersprint X-pipe, and a Kellener sport exhaust. The resultant sound is exhilarating; equal measures of Top Fuel funny car and European refinement mixed with straight-forward American know-how.

Clever and deviously-mischievous bits are scattered everywhere like the brilliant offspring of a mad scientist. The billet lower pulley incorporates the supercharger's belt. A pre-tensioned and self-adjusting drive-belt tensioner prevents unwanted force from supercharger being exerted against the engine and then a unique bank of programmable vacuum switches control the by-pass valve so that unwanted pressure is redirected when the accelerator is lifted. The oil filter and power steering reservoir were relocated from left to right to make a new, happy home for the significantly-large and imposing Vortech unit. Bill even left the “Caution: For Race Use Only” sticker in place on its housing, daring casual under-hood observers to ponder its meaning. A custom oil separator and crankcase breather system was installed, and stainless steel oil transfer manifolds were mounted under the motor. The final touch would be the Aeroquip lines and fittings threading purposefully around the engine bay. Viewed from above, the overall effect is as clean as a factory design study or one-off prototype.

Lest you think the modifications stopped at the firewall, it should be noted on this overbuilt M5 that they do not. Not was a single system on the car left untouched. The clutch, for instance features UUC Motorwerks Stage III 6-puck ceramic-metallic disc and a lightweight flywheel, and is based on the stout unit shipped installed behind the 850-series V-12 engines. Transmission mounts were also sourced from UUC, and were installed along with a Koala Motorsports custom driveshaft and 3.45-geared rear differential. A rear sub-frame brace was also added to cope with the car's prodigious torque and horsepower.

Jim Conforti at Tiburon Development, Inc, and Wayne and Sam at PowerChip all had a hand, along with Bill, in the creation of the unique DME package which handles not only the standard engine functions, but also the 8 additional fuel injectors, the water injection system, and the knock sensor input. This comes from an HKS air/fuel Knock Amp system, which uses two wide-band oxygen sensors to provide more finite control of the mixture (a critical component for boosted longevity). Ignition Solutions Plasma Coils fire eight NGK Iridium spark plugs reliably to the engine's new 8000 RPM redline. The instrument cluster in the dash was modified by Nowack in Germany to display the increased limit, and to show speeds up to 210 miles per hour!

To aid the car's passage in quest of that top speed, AC Schnitzer front winglets were painted a matching Le Mans Blue and installed on the factory bumper cover/front air dam. Their additional down force is matched by a Schnitzer rear window spoiler and a subtle three-piece rear lip. Bold Rieger GTM side skirts clean up the view from the side, hiding underbody components and blocking air, preventing lift at speed. A nearly-hidden rear lower diffuser from AC Schnitzer, mounted in the center of the rear bumper adds yet more down force as straightens the air flowing from under the car. Overall, this package makes a remarkably stable chassis even more so, resulting in extreme velocities normally reserved for small aircraft.

Equally important to this car's astounding road-devouring capabilities was the rare AC Schnitzer DFC suspension, with its electronically-adjustable shock dampening. Although it is a seldom-seen addition to an M5, due in part to its cost and to the fact that the BMW bits do a wonderful job straight from the factory floor, the DFC offers three distinct adjustment settings; sport, intermediate, and race-track. “Sport” is more than adequate for ninety-five percent of the driving most people do, and our time in the vehicle proved to be no different. The voltage-controlled, electrohydrolic fluid did an amazing job of soaking up the area's considerably rough pavement, providing an otherworldly-smooth feel. Eibach front and rear anti-sway bars are clamped in place by TC Design brackets, eliminating the weaker OEM-style securing system. The result is incredible compliance yet telepathic control in the corners. The M5's noted understeering tendencies, at real world speeds, are tamed. At no time did the suspension become harsh, or bouncy; it always performed the exact action requested by the driver without complaint. A 500-mile stint in this road-rocket simply leaves the driver ready for the next stretch of roadway.

Another visible nod to its overt performance intention is the set of OZ Superleggera III 3-piece 19” wheels. An excellent combination of strength (forged centers) and light weight (press-rolled outer rims and titanium fasteners), their stylish split 6-spoke design offers a useful alternative to the chromed “dubs” currently in vogue. Bill worked direction with OZ Racing in Florida to ensure the offsets for the 9.5 inch wide fronts and 10.5 inch rears would fit perfectly in the arches without any rubbing. Wrapped around the outside are Bill's favorite tires; Pirelli P-Zero Rossos in pavement-rippling 275/30 and 295/30 sizes. Brembo GTR series brakes provide a serious counterpoint to the engine's prodigious thrust. Two-piece 15 inch front rotors are clamped by hefty 8 piston calipers (with 4 pads per caliper to more evenly spread the pressure on the disc). At the rear two-piece rotors measuring a mere 13.5 inches are fitted along with Brembo's more traditional 4 piston calipers. The close attention paid to piston sizes ensures that no changes need to be made to the master cylinder and, coupled with the kit's set of Earl's braided stainless steel brake lines, translates into an incredibly deft pedal feel. In spite of the car's ludicrous ability to pile-drive the speedometer deep into the triple-digits, the Brembos never feel overworked.

Not to leave anything out, it must be mentioned that even the interior received thoughtful treatment. First, the shifter knob and emergency brake handle were swapped for the more attractive RK5 set from UUC. Underneath the leather gear **** hides UUC's slick Evo III shifter and DSSR (direct short shift rod). Just ahead of this sits a custom panel which holds the controller for the suspension and the HKS Knock Amp system. Carbon fiber inserts dress up the factory leather-wrapped sport steering wheel. Blitz BLM-series boost and exhaust gas temperature gauges are hung in a custom-covered A-pillar pod. Additionally, there's a crossover control for the hidden trunk-mounted subwoofer and amplifier, and higher up, next to the instrument cluster, is a low-level warning LED for the water injection system. Titanium pedals and custom “Supercharged M5” floor mats spruce up the dark confines under the dash. Not as easily seen is the micro switch attached to the gas pedal which activates the nitrous oxide intercooler chilling loop visible in the head-on photos. The master arming switch and purge button is mounted in the center console, hidden out of sight. Bill's crew even added an extra 12 volt accessory outlet in the glove box; the perfect place for to keep a cell phone charge cord.

While Bill and his Discovery Automotive employees are directly responsible for the final appearance and performance of this vehicle, he's immeasurably modest, insisting that an entire horde of talented specialists around the world should share credit. Just as a master chief doesn't grow the vegetables and fruits he uses to whip up a signature dish, Bill has to farm out the fabrication of the individual aluminum and carbon fiber parts used in the installation. The quality he receives in return is simply amazing. Wherever possible, his design ensures that the vehicle can still be serviced by a BMW repair facility without the need for gasket replacement. In today's increasingly disposable world, this is a welcome approach. At Bill's shop, you still “get what you paid for”. It's the sort of “American ingenuity” which once made the phrase “Made in the U.S.A” a mark of distinction.

Interestingly enough, this road rocket was built side-by-side with another enthusiast's M5 from Bahrain . Through their friendly banter on m5board.com , these two owners kept goading one another on in a supercharged variant of the Cold War arms race. These two “Thunder Twins” share identical engines and superchargers, but vary wildly in terms of suspensions, interior equipment and final drive. This is the result of each owners intended use. The offshore M5's owner wanted to be able to cruise at 200 MPH in his home country of Bahrain . As of this writing, that particular car has been piloted over 300 KPH (188 MPH!) repeatedly with 3 passengers on board, and once to an indicated 320 KPH (200 MPH) on the custom-recalibrated speedometer! Several of those runs were made while Bill occupied the passenger's front seat, during his “delivery and tuning visit”. With a much shorter final drive in the rear differential, the U.S.-based “Twin” won't see those top speeds, but can certainly lay claim to the owner's goal of “the world's fastest” M5: “The car is very, very streetable below about 3000 but after that it is an absolute monster… it tak es no less than 4 seconds (to reach 150) from 80--- honest!”.

So is this, then, absolute power? Let's review: a blisteringly-fast BMW, with the accelerative force of a rocket, a whine similar to a jet-engine under the hood, a deep and absolutely intense exhaust note more like dragster than a European luxo-sedan, combined with super-car levels of stopping force. It is, most simply viewed, the most fearsome M5 in the United States ; a race-car wolf in street-car guise. Undeniably unique and capable of holding its own on a show circuit or race track, it stands as the lone U.S. representative of the pinnacle of today's tuning technology applied in a cost-no-object manner to BMW's former executive flagship. A crowd of interested onlookers gathers wherever it stops for fuel. Its thrust reduces grown men to giggling, irresponsible children, seeking out every straight road in the vicinity. If indeed, as Lord Acton surmised all those years ago that absolute power corrupts then we feel the need to be corrupted in this very manner. We'll take two, please!
 

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#9 ·
Thanks for sharing, Josh. FWIW, a pretender to the throne is quietly being built somewhere in the Mid-Atlantic states. Stay tuned....
 
#12 · (Edited)
Thanks for sharing, Josh. FWIW, a pretender to the throne is quietly being built somewhere in the Mid-Atlantic states. Stay tuned....
Ditto. I have read these articles, watched these vids and poured over D/A's website for many an hour!

LOL! I make no pretension of ascending to "the throne" whatever that is! I simply want to make my Beast the best it can be. My build is based on a slightly different approach, although making use of many of the same pioneering techniques, parts and processes employed in the D/A builds.

BTW, a few months ago, Shadowman and I discussed my Beast and my intentions, and he was, as expected, exhuberantly supportive. Shadowman is a true enthusiast, caring solely about the project and the Beast and what it means to its owner!

--Peter
 
#15 ·
IMHO the word Beast is used properly in this thread... as in there is only 1 TRUE (well twins to be exact) BEAST. El Diablo indeed.
 
#18 ·
PhillyM5,

I remember seeing your blue M5 a lot when I first started reading M5board, and have always loved the car. Aesthetically I think it is much, much better looking than the black diablo. One of my favorite M5 videos of all time is your race against the Porsche 996 on the highway at night. I don't know how you ever gave up the car....what are you driving now?


Cheers to this thread.
 
#21 ·
I admire the level of work on the twins, envious of the RWHP. You must miss her Josh.
 
#22 ·
Wow, Josh - great tribute! You must have been in a sentimental mood :hihihi:

You were the one who originally got me hooked on the D/A twin thing. I remember the moment well... Chi town car meet, April 2006. You were in the M3 that that day, but were telling the drag strip/air bag story, and then took a call from Shadowman during lunch. I was impressed. Later that summer you made the appearance at the next car meet with the blue monster (first pix below) and I was dumbstruck. My car life would never be the same.

Owning Diablo has been so much more than about the car. When I think of some of the really cool car moments in the last few years, it was not about airing out the beast, it was getting together in Michigan at your shop, or at the Amway Grand Plaza Hotel in Grand Rapids, or at the bar. Or in Mishkin's garage on a rainy night, watching the Bears in the playoffs on the NAV TV. Or working on the gal with friends, swapping stories, not eating for 8 hours turning wrenches on a cold night, then maybe woofing down some pizza.

That's the good stuff.

Hard to believe how fast time goes by. Four years later, you are in Carlsbad, I'm in Boston (I'd rather be in Carlsbad). It was a brief run, but it was a rich one with some great memories. Thanks for getting it all started.


As my little tribute, I post my original thread 'On Acquiring El Diablo'. By the way, Shadowman came through again the other day (but you probably already know that).


Dude, I'm guessing I speak for quite a few others here: you are missed.


On acquiring “El Diablo”, Black M5/Discovery Automotive über-beast!

This week I completed the purchase of El Diablo (Discovery Automotive | AREA 51 Performance for BMW, Lamborghini, Ferrari, Porsche, Maserati). I wanted to give everyone a taste of my experience because I think it says a lot about of the wonderful people that have been involved in this car and in my decision to acquire her.

I first became aware that Abdulla (Black M5) was putting his car on the market last April during the Chicago M5 meet. Josh (PhillyM5) was telling me about his car and Abdulla’s black Discovery twin that had basically the same power train set up. I was intrigued, due to my growing interest in supercharging my beast, but at the time Josh’s car (originally Rob ‘S/C'd Kellener’s car) was still at Discovery. I spent some time studying the cars on the Discovery website, and it was clear that the ‘DA twins’ were unique in the world due to their genesis, history, and of course, engine mechanicals.

Five weeks ago, the Chicago M5 group had another gathering. This time Josh had his blue DA beast on hand. I was quite enthralled to say the least. The engineering from Bill (‘Shadowman’) and his team was stunning. From the aquamist injection system, to the self-adjusting belt tensioner, to the relocated pumps, to the beautiful integrated intercooler, to the generous use of carbon fiber elements and braided stainless steel lines… it just doesn’t get any better. Josh took a few of us for a ride and I felt like a wide-eyed kid. When he hammered it a few times it felt and sounded extraordinary. We went on the prowl for a 500hp Z06 that was in attendance at the meet and was in the vicinity on a test drive, and we just happened to come up to it at a red light near the freeway. An offer for a run was declined by the Z06, but the drama and timing of that moment felt surreal. Later Josh reminded me that El Diablo was back in the country from Bahrain, and that she was for sale. He hinted how nice it would be to have both DA twins reunited and in the same vicinity. I was hooked. I tossed and turned that night and couldn’t get the site and sound of Josh’s race version T1 Vortech s/c out of my mind. It became clear to me that night El Diablo would be in my life, even if it meant dragging my left-brain kicking and screaming.

Josh lives a few hours away from me on the other side of Lake Michigan. I asked Josh if he wouldn’t mind if I paid him a visit and look over his beast a little more closely and perhaps took her for a spin. Josh readily agreed, and we got together the following weekend at his lovely home in Grand Rapids. His daughter offered us freshly baked cookies while we spent a couple of hours talking about his car and his experiences with it. One thing was absolutely clear: Josh loves his DA beast. Loves tinkering with her. Loves driving her. Then he suggested we go for a spin. We ended up checking out the local Southside Street Racers club scene in Grand Rapids. After we parked at the local meeting locale, Josh trustingly tossed me the keys and suggested I take her out on my own. I felt honored to be the only other person that has driven his gorgeous car since he acquired it from Rob. I think my heart was beating noticeably faster as I cranked her up and pulled out of the parking lot. I was surprised to find how docile she felt tooling around at low speed. I already knew how strong she pulled at full boost, so I didn’t feel any need to push her. The Vortech T1 sound was a distinct presence that was not unpleasant, and most certainly created a sound that indicated that this car was unique.

When we returned to Josh’s house, we talked some more about questions concerning Diablo. Josh suggested that we give Bill a call and have a conference on the spot. One thing that I have found to be very impressive about Bill and Discovery is the degree of attention and follow-up he gives to his clients. Even though Josh is not Bill’s original client on the blue DA twin, Bill and Josh still maintain regular contact. During lunch at the August 26 Chicago M5 meet, Josh took an unexpected call from Bill who wanted to ship Josh a replacement electric fan (no charge I understand) after it was determined that Josh’s fan was not working. (Aside: even though Josh’s fan had been down for some undetermined amount of time, he at no point experienced an overheating problem even during the Midwest heat wave this summer). Bill and I talked for some time on El Diablo’s history and mechanicals, and not only were my questions answered, but it was a pleasure conversing with Bill. On my drive back to Chicago, it was clear my next step would be to book a flight to San Diego to look at El Diablo as a serious buyer.

When El Diablo was shipped from Bahrain to California, it first went to Discovery to be checked over by Bill. It must have been an interesting moment for Bill and his group when Diablo rolled up to Discovery again. Bill looked her over, performed a few tuning tweaks, drove her, gave her a clean bill of health, and she was ready for the streets again. To give her a bit more exposure, she was transported to BMW San Diego and placed in the care of Noe, the original assembler of Diablo’s remarkable engine. Prior to my arrival at San Diego, board member Dan (‘drm64099’) offered to meet up for lunch on Saturday. In addition, he would be able to make arrangements for me to drive Steve Dinan’s S3 (now owned by Martin Christensen, owner of All German Auto, San Diego). It would have made for an interesting comparison, although my heart was already intent on Diablo. As it turned out, the timing of the lunch and S3 drive did not quite work out, as my viewing of El Diablo took most of the day.

My excitement and anticipation were growing exponentially as we walked through BMW San Diego to where El Diablo was in temporary residence. Finally I saw her. My first impression was that the car looked every bit as menacing as it does on the Discovery website. The Hamann rear bumper adds a unique look, and the side skirts, front lip, and rear window spoiler, combined with BBS LMs, make it look like a road warrior on a mission to devour anyone who dares challenge her. Unfortunately the vented CF hood didn’t fare so well; it was apparently damaged during shipment to the US. A rather severe semi-circular crack was apparent around one of the hinges, perhaps by someone aggressively opening the unexpectedly light hood during export/import inspections. Bill’s original intention was to have the hood repaired in San Diego, but a subsequent opinion was that the crack would likely require a fiberglass patch and thus would lose the natural CF appearance at the site of repair. The other option would be to repair and paint the hood black, but the texture of CF makes it difficult to obtain a smooth finish, particularly in black. I told Noe my preference would be to go ahead and replace the CF hood with a new OEM unit.

Noe put the car up on a rack and we inspected the underside in detail. He pointed out two of front bushings that were replaced upon receipt of the car in San Diego. The bushings were probably still good, but looked a bit tired to Noe, and Bill wanted everything perfect. Noe also pointed out some of the underbody modifications made at Discovery, such as the custom rear wind pan, and the re-routing of the exhaust. The body fared very well in Bahrain; I was almost expecting to see evidence of sandblasting from Abdulla’s high-speed runs across Bahrain, but even the plastic headlight covers looked almost new. There were some abrasions on the front bumper where the Abdulla’s front license plate was mounted, along with the front mounting holes of course. Other than that, her exterior was perfect.

Noe and I sat in the car and we explored some of the car’s electronics. Naturally, I was curious about that fabulous sound system Abdulla put together. Abdulla was even kind enough to leave a couple of CDs in the CD changer, which we were surprised to discover ; ) The sound system was magnificent. We played around with the Nav TV tuner and the rear-mounted camera. Noe also explained the three additional gauges mounted in the leather-wrapped gauge pod. I peppered Noe with question after question, and he cheerfully provided complete answer after complete answer. As one of the original ‘co-conspirators’ in the DA twins project, he was very familiar with the car and its features and capabilities.

I was time to take her out for a spin. I already knew what to expect from having driven Josh’s car. The engine roared to life and the s/c made its presence known. Just like Josh’s car, when these beasts are running, you know there is something special under the hood. Noe took the first turn driving and did some spirited pulls down the freeway, then pulled off and let me take over. The UUC clutch felt light and easy to use, just like Josh’s. These DA beasts are remarkably tame at low rpm. They feel OEMish, and the UUC clutch is a pleasure to use. My first impression upon driving Josh’s car was that his car was actually easier to drive and obtain smooth up-shifts/down-shifts on than my stock M5. When tooling around streets and stoplights, you are not dipping into boost and you are running off the OEM injectors, so the car is as economical as a stock M5. Abdulla was interested in high speed with Diablo, so he retained the 3.15 gearing. In contrast, Josh’s car has the more aggressive 3.64. Out of curiosity, re-set the on-board computer while we were on the freeway, and sure enough I was seeing ~25 mpg (US) at modest cruise speed.

When we returned to the dealer and pulled up, I decided I just didn’t get enough. I told Noe I wanted to pull her back out and drive some more. I think the guys in the shop were wondering what the hell we were doing coming in and then pulling right back out again! I had come a long way to see El Diablo, and I just felt I wanted more road time with her. Noe was happy to accommodate me, offering to let me go alone if I liked. I preferred to have him in the car so I could keep asking whatever questions came to mind, as well as to just get to know him better and pick his brain a little about the Discovery operation. I settled into the optimal seat position, put on some of Abdulla’s tunes, and we just drove around. Maybe 50 miles total. At one point we had to stop for gas. I took a few photos and some stranger came up and was asking about the car. Adbulla tells me this is a common occurrence with this car. Josh told me he gets lots of attention from strangers in his car. We also got stuck in some freeway traffic. It was a warm day in San Diego, and through stop and start traffic the temperature gauge never moved.

Upon returning to the dealer, I peppered Noe with questions and then more questions. I’m not sure I would have been as patient as Noe was. I also asked if this were his car, would he back off on the tuning somewhat for reliability reasons. Without hesitation, he said he would not touch it. He loved it the way it was, and assured me that the car’s bottom end is ridiculously strong with the Carillo rods, ceramic/Teflon coated pistons, Darten steel sleeves, balancing/blueprinting specs, etc. I think he remarked on at least several occasions that this car is a truly a beast (with a glint in his eye). Finally I felt that I had taken up enough of Noe’s Saturday and that I should wrap it up. We agreed that the hood would be replaced, the front bumper would be re-sprayed, and a compression/leakdown would be performed for peace of mind (we were unable to set up a dyno pull). I gave Noe a deposit, and he shook my hand and congratulated me on deciding to buy this magnificent car.

Before driving back to my hotel, I stopped at Mission Beach for some skating. The weather was gorgeous (of course) and the sun was setting. I was experiencing an acute case of buyer’s anxiety when my cell phone rang. It was Bill. I think the first words out of his mouth were something like, “so you are on pins and needles right now, right?” I said “You are reading my mind Bill!” That was the first of a series of lengthy follow up conversations that Bill and I had. Bill sensed that I was nervous and went to every length to walk me through each and every one of my concerns and anxieties, and all with air of patience and good humor. One of the over-arching impressions that I got in dealing with Bill, Noe, and Sean at Discovery was that these guys really love and are passionate about the cars that they build, and are really interested in making sure their clients love the cars too. After spending literally hours on the phone with Bill, there is no doubt that above all he values integrity. I was also impressed with the high regard and admiration the Discovery guys have for one another. Discovery has a remarkable collection of talent and connections with the best specialist in the business. It became clear to me how it is that Discovery is able to do just about anything creative with cars. As with many successful enterprises, it is all about connections and it is all about relationships. Discovery had no direct financial stake in the sale of Abdulla’s car, yet Bill and Noe jumped all over every little thing that was needed to make the car perfect and the new owner happy. From a pre-sale tear-down inspection of the injector system, to tweaking the A/F and timing, to updating the engine management software, to swapping in fresh bushings and a new OEM battery, to spending the better part of Saturday with me during my visit, these were all things that were not required, but were done nonetheless on Bill’s and Discovery’s dime and initiative. At one point, in response to a question I had about the compression/leakdown results, Bill immediately got on the phone with the owner of VAC Motorsports (builder of BMW race engines) to bring an expert third party voice to the discussion.

It has been six days now since I saw El Diablo. During my final ‘anxiety’ conversation with Bill earlier this week, we were on the phone until ~1:20 a.m. On my return trip to Chicago on Sunday, I had jotted down a full page of questions about El Diablo. One by one, Bill went through each question with me. Frequently he reassured me that he was more than happy to answer each and every question that I had, big or small, and that I could call him anytime if any more came to mind. Keep in mind that this was after I had already committed to the purchase. During that late night conversation, a light finally went off, and the uneasy little gremlin in my left-brain was finally happy and content. Ever since that that conversation with Bill, it has been nothing but euphoria and lack of sleep for me as I await delivery of El Diablo. Since last weekend, I’ve been getting a taste of how Bill and Discovery operates with project in the works. Communication with Discovery is incredibly transparent. This is evidenced by their highly detailed reports on various projects (including problems encountered) on their website. Josh told me that while his car was at Discovery, he received very regular progress reports and photos. I’ve been receiving daily communication from Bill about the preparation of El Diablo and her shipment to Chicago. Noe managed to shoe horn Diablo into the crowded BMW body shop schedule and has been personally involved in the repainting to make sure that it is the very best. The car is scheduled for delivery to me on or about October 12. I’m not sure if I’ll be able to sleep any better after I take possession of the car than I have before its arrival!

In closing, I would like to give a hearty ‘thank you’ acknowledgement to Abdulla for creating this masterpiece with Bill and Discovery. Abdulla and I have been exchanging PMs almost every day, and it is a great pleasure to have made this association. Abdulla took a great interest in making sure the car goes to the right new home, and I’m honored to have the opportunity to be El Diablo’s new caretaker.

I would also like to sincerely thank to Josh. He first planted the idea of El Diablo in my head last April. While at the time I was looking to s/c my own car, the more the idea incubated, the more intriguing it became. Josh was very gracious having me over to his house and tossing me the keys to his gorgeous car. And he has been wonderful answering whatever questions I have. Thanks Josh!

And, as is obvious from this post, I can’t say enough good things about Bill and Discovery Automotive. In my biz, a large part of what I do is build relationships and partnerships, often long-distance. Getting to know Bill and Noe has been a great pleasure, and I look forward to continuing a rewarding relationship with Discovery for years to come.

Cheers
Dave
 

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#26 · (Edited)
I have read that post by Dave so many times, but I still love it. It captures a number of different important concepts, but salient among them is why we are all so obsessed--the outright glee that our Beasts can and regularly do instill, both in ourselves and in others with similar mindsets. Really does create a community.

Thanks for the reminder, Dave.

--Peter
 
#28 · (Edited)
Pix 1 - The man, Josh Kalis. Skater extraordinaire, self-made success story, one cool dude. The big guy to his left (Scott) brought a screaming Dinan supercharged 540i that made all kinds of ear bleeding noise, but was no match for even an S2 M5 during one of the highway races (captured in a YouTube video)
Pix 2 - The twins together at a Chicago M5 meet.
Pix 3 - The twins on the road in Grand Rapids
Pix 4 - Josh, Chad (local BMW master tech working for the love of it), Kenny the "D" (member Wi_Ked_M5), Sabrina, my squeeze.
Pix 5 - El Diablo at San Diego BMW as she appeared upon my arrival for a test drive (the day I bought her).

:)

Dave
 
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#27 ·
Thanks for this!
As a new member, I've seen "DA Twins" more than a few times. Great to get all this info on them. The magazine date is 2005? So the build would have been '03-'04? Regardless awesome.

Are these 2 some of the only motors that have been sleeved?
 
#29 ·
#33 ·
Is Basil's car ever going to be done? I have heard a lot and I saw the mule car at Bimmerfest with the new intake, but so far I have not heard when the car will be ready...
LOL. Ever research into how long it took your car to run as promised? It will be done sooner than later because my car is next in line, and I do not have the patience like Basil. ;)
 
#37 ·
Hey all I can do is wish you luck. As they say, may ships have run aground on that shore.
Hey "back atch ya" plus 1. I have also heard them say, " Never argue with a fool...he may be doing the same thing".
 
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