This rare B8 may have understated looks, but it still drops jaws with its V8-induced pulling power.

You always need a reference point. That's why you should nibble on some chalk when sampling cheese and experience slow to really understand what fast is. When it comes to Alpina though, the niceties of compare and contrast really don't come into it.
What on earth can you use as a benchmark against one of the most remarkable and exclusive marques? Well I did try. Armed with the knowledge that I was going to try a big-engined Touring I nonetheless found that my own set of Bavarian wheels was still two cylinders short and an E generation apart. No comparison at all. So stepping out of my E30 shed into a B8 Touring was always going to be difficult. Indeed, all very chalk and cheese, so to speak.
Martin Pearse is one of the countries leading enthusiasts for all things Alpina. He makes a living selling in what his words are "left-hand-drive depreciation-proof cars", but the business side never gets in the way of pleasure. "These are sensational cars full stop.” says Pearse, warming to his favourite subject. "The attention to detail is incredible and if you have ever been to the Alpina workshops you will appreciate just how unique, exclusive and well built these cars are. The real magic though is when you get to drive them. Their handling and performance really is unmatched — the official Motorsport versions are nowhere near the abilities of the Alpina, plus the final trump card is that they are so understated."
Pearse is right. There really are not many clues that this E36 Touring is anything but a humble cooking version finished in Tannengruen. Sure, there are those beautiful spokey 17 inch Alpina alloys with Michelin tyres — 235/40 at front and 265/35 at rear — but there is no other exterior badging. However, get close to the deep front spoiler and there is the raised Alpina lettering that is probably the last thing pheasants and rabbits get to see before meeting their maker. Inside however it's hard to miss the Alpina coat of arms on the gearknob and steering wheel. Otherwise it is a comfy, high spec, green leather E36, which to some still looks like a mildly made over Touring. Pop the bonnet though and any doubters will experience severe jaw drop.
Yep, there's a V8 engine under there. It is a neat job and it's no surprise to learn that if it wasn't for BMW making some 42 modifications to the bodywork before despatching it to Buchloe the V8 might have been boot mounted. Indeed rumour has it that BMW rather liked the idea of fitting a V8 to the 3-Series, but couldn't get it to work properly. Obviously the Alpina engineers succeeded, but they still needed the co-operation of BMW to make it all hang together.
Although the engine is based on the 4-litre V8 from the 540i, the displacement is some 600cc more. However, because the BMW V8 engine has alusil-coated bores the block can't simply be rebored, so BMW actually cast brand-new ones. Not only that, but the whole unit is also completely re-engineered with higher compression Mahle pistons, changed valve timing and a repro-grammed Motronic system. A new shallow sump also helped the V8 to fit into the E36 engine bay. As a result it needed a brand new and unique oil pump made by Ari. Not surprisingly a new exhaust system and new catalysts were also fitted. This new unit was then manoeuvred into position from above rather than being slid in from below as is normal assembly practice. All this leaves you in no doubt that what you have here is a very special car indeed.
"It would not disgrace itself on a track day," says Pearse, although we aren't on a track. Instead, we're on a windy country B road with dawdling holiday traffic to be dispatched. This Alpina engine produces 333 bhp, and has a torque figure of 346 Ibf.ft at 3900 rpm, but even more remarkably, at just 1000 rpm this amazing engine delivers 258 Ibf.ft. To put that in context this is the maximum torque of a M3 Evo. What that also means is that the holiday traffic is now less than dots in the rear-view mirror and all without exploring too many cogs in the Getrag six-speed manual gearbox.
If you are familiar with the response you get in the left-hand-drive seat of an M3, you will find the B8 feels sensationally quicker. The V8 engine adds a whole new dimension to the performance 3-Series experience. As nothing gets in our way for more than a few seconds before it is safe to overtake there is every reason to believe that the 0-62 mph time is 5.6 seconds, while the top speed is something beyond 175 mph.
For all that power the B8 does not ride like some jiggly, rock hard street legal racer, but neither is it a soft compromise. The suspension set-up involves Bilstein gas-pressure units at the front and gas-pressure shocks at rear, plus the added safety of ASC+T traction control. The brakes are obviously uprated with custom-made ventilated Lucas discs at the front gripped by special callipers, and the rear brakes are from the M3.
Not only is this B8 unquestionably a very fast car it is also a very rare one. Production began in April 1995 and ended in 1998. A total of 221 were built. The rarest of all B8 4.6s is the convertible with only 23 made, but according to its plaque, this one's number 19 out of just 27. If you want to be pedantic though, Alpina anoraks will tell you there was also a B8 4.0 with 313 bhp on tap, of which just five cars were built and all were destined for Japan.
Rarity is then another reason to buy and enjoy this car, but how much would it cost? Brand-new back in 1997 the original German owner paid the thick end of 60k. Yes £68-£70k. Now with a full service history and a kilometre conversion that works out at 91,000 miles, Pearse has it up at an incredibly reasonable £20,995. "In a few years' time it will drop back slightly to £14-£15K, but then it will stay at that level pretty much forever."
Pearse is right. The bulk of the horrendous depreciation has been absorbed by the original German owner leaving you with the performance car bargain of your life. Long term you just can't lose and being a Touring this B8 is family practical too. Oh yes and don't worry that you will be sitting on the left because you'll be doing so very comfortably indeed. Pearse claims that acclimatisation only takes a few miles and then stroking the Getrag becomes second nature. The main thing is that overtaking with a torque-laden V8 at your disposal means that the TED (time exposed to danger] will be the bare minimum.
At the moment there really isn't anything in the Alpina line-up to rival the sheer outrageousness of the B8. As the world rapidly turns diesel, the age of big scary petrol engines in small wieldy vehicles may well be over for the time being. Yet this V8 is motorway friendly, humming away to itself for hours on end. And if you feel the need to play on some tight B roads it is more than up to the task.
Finally, like all Alpinas, it can do the tame commute thing without any supercar histrionics. Plus it looks so ordinary. Usually on photoshoots there is a constant stream of ‘what will it do mate' nudges and winks. But even gleaming purposefully on a sunny beach, the world and their dogs just walked on by. In this mad Gatso'd and envy-wracked world it's a good thing that the B8 Touring goes about its V8 business without being bothered.
When it's time to prise myself out of the B8 I come over all-emotional because I have never, ever wanted a car so much. I even begin to toy with the idea of swapping my, E30 for this ultra-special E36. I think Martin would notice if I left my Touring behind and just drove home in this Alpina, but then again, my old motor would make a great demo vehicle. All he has to say is, 'Drive this old tub first, then try one of my sensational B8s I imported earlier'. His customers will have an instant reference point, something to compare and contrast. Mr Pearse though isn't convinced. Can't imagine why.

Find out what MCP Motorsport has in stock by visiting www.mcp-motorsport.com or calling 0I263 822481.