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Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary

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Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary | Top Gear

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With the promise of the BMW being up and running soon, Mark has a difficult decision to make

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Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary

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With the promise of the BMW being up and running soon, Mark has a difficult decision to make

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Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary

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With the promise of the BMW being up and running soon, Mark has a difficult decision to make

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Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary

# data.attributes.metatag[].attributes.content
Ricci's Garage: the BMW M635CSi is nearly ready, and now it's getting scary

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With the promise of the BMW being up and running soon, Mark has a difficult decision to make

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Internationally renowned photographer Mark has been working with TG for many, many years. When not taking photos he’s buying inappropriate cars. Here he shares his addiction with the world

It's been a year since the last BMW E24 update, and there’s a very simple reason for that. Of all the projects I’ve started, it’s the one that terrifies and excites me the most. And both these feelings tend to cancel each other out most months... from the sheer excitement of wanting to see its progress to the outright fear knowing that progress usually follows with an invoice.

But this is a setup that seems to work nicely for both me and the team at CNC Motorsport. There has never been a formal deadline or finish point for the M635CSi. I originally took the car there for some jazzy centre locks and a rollcage, but inevitably excitement got the better of me and quickly it expanded to a full bare shell rebuild instead.

I’m never going to apologise for that – the work Alan, Andrew and William do over at CNC Motorsport is droolworthy. Not only do they prep and rebuild Group A classics like the E24, RS500 and SD1, they actually machine and engineer most of the parts themselves. From wheel centres and hubs right through to brake calipers, suspension struts and more. Knowing the kind of work they do means there’s no need to harass them daily for updates – it’ll be ready when it’s ready.

However, this attitude has been quite easy to keep a lid on while the car has been in 45,000 pieces. At that point of a build – where various bits of rust are being cut out and rewelded – you know you’re still a long way from finish, but also too far committed to change your mind and turn back.

Where this attitude starts to lose its appeal is the moment the E24 begins to resemble a car again. Something Andrew triggered earlier in the month after sending across the pictures above, and casually stating the engine was being dropped back in place too. Suddenly the calm approach of “it’ll be ready when it’s ready” was a distant memory. “Where shall I drive it first?” I thought. “Wonder if I should book a track day for spring, just in case. Can’t hurt.” Keep in mind this is a car I’ve owned for five years and driven exactly eight miles.

In reality, this next phase might just be the most terrifying to date. Nobody wants delays during reassembly – garage space is limited and the team at CNC Motorsport have plenty of high profile racecars to prep and assemble this year. But the next step of progress requires all the new parts I’ve been dreading buying. Race spec brakes, semi-slick tyres, proper bucket seats, a full exhaust system and an uprated radiator for cooling to name but a few. All of which I’m yet to buy, and all of which can’t really be done cheaply when the rest of the build is at such a high standard.

My solution to this is simple: sell the old Ferrari 360 racer. A good solution actually, because in addition to the M635CSi I’ve got an R34 GT-R and 560 SEL Benz both in stages of build that need a good chunk of money hosing at them. Unfortunately, shifting a 24-year-old racecar – with cheap lending a distant memory and energy prices still high – isn’t exactly a quick or easy task. But after five years of E24 ownership and eight miles of use, it’s about time I actually pulled my finger out and finished a car.

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Internationally renowned photographer Mark has been working with TG for many, many years. When not taking photos he’s buying inappropriate cars. Here he shares his addiction with the world

It's been a year since the last BMW E24 update, and there’s a very simple reason for that. Of all the projects I’ve started, it’s the one that terrifies and excites me the most. And both these feelings tend to cancel each other out most months... from the sheer excitement of wanting to see its progress to the outright fear knowing that progress usually follows with an invoice.

But this is a setup that seems to work nicely for both me and the team at CNC Motorsport. There has never been a formal deadline or finish point for the M635CSi. I originally took the car there for some jazzy centre locks and a rollcage, but inevitably excitement got the better of me and quickly it expanded to a full bare shell rebuild instead.

I’m never going to apologise for that – the work Alan, Andrew and William do over at CNC Motorsport is droolworthy. Not only do they prep and rebuild Group A classics like the E24, RS500 and SD1, they actually machine and engineer most of the parts themselves. From wheel centres and hubs right through to brake calipers, suspension struts and more. Knowing the kind of work they do means there’s no need to harass them daily for updates – it’ll be ready when it’s ready.

However, this attitude has been quite easy to keep a lid on while the car has been in 45,000 pieces. At that point of a build – where various bits of rust are being cut out and rewelded – you know you’re still a long way from finish, but also too far committed to change your mind and turn back.

Where this attitude starts to lose its appeal is the moment the E24 begins to resemble a car again. Something Andrew triggered earlier in the month after sending across the pictures above, and casually stating the engine was being dropped back in place too. Suddenly the calm approach of “it’ll be ready when it’s ready” was a distant memory. “Where shall I drive it first?” I thought. “Wonder if I should book a track day for spring, just in case. Can’t hurt.” Keep in mind this is a car I’ve owned for five years and driven exactly eight miles.

In reality, this next phase might just be the most terrifying to date. Nobody wants delays during reassembly – garage space is limited and the team at CNC Motorsport have plenty of high profile racecars to prep and assemble this year. But the next step of progress requires all the new parts I’ve been dreading buying. Race spec brakes, semi-slick tyres, proper bucket seats, a full exhaust system and an uprated radiator for cooling to name but a few. All of which I’m yet to buy, and all of which can’t really be done cheaply when the rest of the build is at such a high standard.

My solution to this is simple: sell the old Ferrari 360 racer. A good solution actually, because in addition to the M635CSi I’ve got an R34 GT-R and 560 SEL Benz both in stages of build that need a good chunk of money hosing at them. Unfortunately, shifting a 24-year-old racecar – with cheap lending a distant memory and energy prices still high – isn’t exactly a quick or easy task. But after five years of E24 ownership and eight miles of use, it’s about time I actually pulled my finger out and finished a car.

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With the promise of the BMW being up and running soon, Mark has a difficult decision to make