Discussion
Well things are progressing - slowly but I've done pretty much all I can myself now and am currently ground to a halt while I wait for parts etc. The manifold - despite the stupidly expensive price tag - seems to be taking ages and won't be ready till the 1st November! I almost went with their exhaust system too but as it wouldn't clear the Alpina diff cover etc, there seemed no point As the manifold is done in 50mm pipe, I think I'm going to stick with that for the whole system and retain twin silencers 323 style. I know it's more weight but as it came from TWR that way it makes sense to keep it original looking. If not, I would quite fancy side exit like the County Cars in some of those photos. It would sound awesome!
The original head is long gone so I'm looking into getting the replacement flowed etc. This is all a learning curve for me as a) I'm no mechanic b) I only have a basic understanding of what goes where and does what and c) my budget / savings are all but gone. Were I just looking to get the car restored to sell at some vastly inflated price it wouldn't matter as I'd know the money would be coming back again soon. However, it's a keeper and if I'm going to do it, I want to do it right. So, with the head, I am looking to maximise it's efficiency without throwing bundles of cash at it. I'm thinking mild porting & polishing, new camshaft and re-build with new rockers, dual oil spray bar etc. I know I could go balls out for big power etc and maybe fit a later head & pistons etc, but I want to retain the feel of the original car that TWR built. The bottom end seems in good order but it makes sense to give the bores a freshen up and I also have an e34 M5 clutch & flywheel to go on. The flywheel is considerably lighter too! I'm fortunate enough to have a choice of camshafts and it depends which I use as to which injection I run? Ideally, I will go with the later Motronic set-up which will still look period while giving better performance & reliability. As long as I can get the same sort of power as TWR did, which was about 240bhp, I'll be happy. 250 and I'll be happier still!
The interior is the job I can do myself. Well most of it anyway. The seats were recovered when the car was just a 4 months old. Why? I have no idea. The only Alpina C1 parts that were deleted were the side decal set and rear spoiler although the spoiler was eventually retro fitted. I don't know if Alpina cloth was part of Recaro / C1 specification? Anyway, they are still in BMW cloth and are mint. The carpet was gone so I have bought a nice replacement which I plan to dye black. I don't know what colour it was supplied with but I like black and it's one detail that will hardly detract from the overall look. I have an early Alpina steering wheel & gear knob ready to go on and replace the early e30 item. I also have Alpina clocks. Sadly there were no extra gauges for oil pressure, temp' etc so I may fit the same sort as are in my daily. They can easily be fitted without having to cut or drill holes anywhere and I like the security of knowing things are ok. The headlining was removed although I have got a perfect replacement that is still nice and white. I'm going to get a professional trimmer to fit it though as it looks like a b
h of a job and not one I want to attempt.
The first job though, is to get the car on a spit and turn it on it's side prior to treating and protecting the underside. There is a particular chemical ( I don't know the name? ) that acts like an etch primer. You spray it on with a schultz gun and it changes colour as it cures, from green to a satin black. It's an almost rubberized finish that protects from stone chips etc too. The shell has survived really well for the past 30 years and I want to be sure it stays that way. While the cars on it's side we can also replace fuel & brake lines as well as poly bushes throughout. There is also a whole front end to be fitted and painted but it makes sense to fit the engine first. It also means the chassis rails have their ends exposed and can easily be rust proofed. Then there's new hoses, rad etc. The list goes on.... Final job will be to re-fit the bonnet, wings & bootlid and paint where required before getting the rims refurb'd and fitted with decent rubber. The LSD will be up for checking and an oil change too.
If I'm honest, I don't think I really understood just how much work was going to be needed in getting this car back as it should be or just how much it was likely to end up costing either. Mind you, if it was just about cost I don't think I would have bothered anyway. I would have just bought something already done! I can't wait to be able to drive this car though. I feel like a kid in the weeks before Christmas!
Finally got the steering wheel I was after.
It even has the TWR embossed centre pad although I prefer the look without it.
The original head is long gone so I'm looking into getting the replacement flowed etc. This is all a learning curve for me as a) I'm no mechanic b) I only have a basic understanding of what goes where and does what and c) my budget / savings are all but gone. Were I just looking to get the car restored to sell at some vastly inflated price it wouldn't matter as I'd know the money would be coming back again soon. However, it's a keeper and if I'm going to do it, I want to do it right. So, with the head, I am looking to maximise it's efficiency without throwing bundles of cash at it. I'm thinking mild porting & polishing, new camshaft and re-build with new rockers, dual oil spray bar etc. I know I could go balls out for big power etc and maybe fit a later head & pistons etc, but I want to retain the feel of the original car that TWR built. The bottom end seems in good order but it makes sense to give the bores a freshen up and I also have an e34 M5 clutch & flywheel to go on. The flywheel is considerably lighter too! I'm fortunate enough to have a choice of camshafts and it depends which I use as to which injection I run? Ideally, I will go with the later Motronic set-up which will still look period while giving better performance & reliability. As long as I can get the same sort of power as TWR did, which was about 240bhp, I'll be happy. 250 and I'll be happier still!
The interior is the job I can do myself. Well most of it anyway. The seats were recovered when the car was just a 4 months old. Why? I have no idea. The only Alpina C1 parts that were deleted were the side decal set and rear spoiler although the spoiler was eventually retro fitted. I don't know if Alpina cloth was part of Recaro / C1 specification? Anyway, they are still in BMW cloth and are mint. The carpet was gone so I have bought a nice replacement which I plan to dye black. I don't know what colour it was supplied with but I like black and it's one detail that will hardly detract from the overall look. I have an early Alpina steering wheel & gear knob ready to go on and replace the early e30 item. I also have Alpina clocks. Sadly there were no extra gauges for oil pressure, temp' etc so I may fit the same sort as are in my daily. They can easily be fitted without having to cut or drill holes anywhere and I like the security of knowing things are ok. The headlining was removed although I have got a perfect replacement that is still nice and white. I'm going to get a professional trimmer to fit it though as it looks like a b
h of a job and not one I want to attempt.The first job though, is to get the car on a spit and turn it on it's side prior to treating and protecting the underside. There is a particular chemical ( I don't know the name? ) that acts like an etch primer. You spray it on with a schultz gun and it changes colour as it cures, from green to a satin black. It's an almost rubberized finish that protects from stone chips etc too. The shell has survived really well for the past 30 years and I want to be sure it stays that way. While the cars on it's side we can also replace fuel & brake lines as well as poly bushes throughout. There is also a whole front end to be fitted and painted but it makes sense to fit the engine first. It also means the chassis rails have their ends exposed and can easily be rust proofed. Then there's new hoses, rad etc. The list goes on.... Final job will be to re-fit the bonnet, wings & bootlid and paint where required before getting the rims refurb'd and fitted with decent rubber. The LSD will be up for checking and an oil change too.
If I'm honest, I don't think I really understood just how much work was going to be needed in getting this car back as it should be or just how much it was likely to end up costing either. Mind you, if it was just about cost I don't think I would have bothered anyway. I would have just bought something already done! I can't wait to be able to drive this car though. I feel like a kid in the weeks before Christmas!
Finally got the steering wheel I was after.
It even has the TWR embossed centre pad although I prefer the look without it.
Well a bit more progress as parts arrive. The manifold arrived which means the exhaust can be fabricated. The head is currently being flowed and they quote a 23% increase in flow rate, plus they are machining the inlets to accept the slightly larger e34 valves. New guides, rockers etc and Schrick cam complete things with the head.
As the original additional fan no longer exists, the good people at Kenlowe stepped in with one of their 14'' fan kits.
Thank-you Kenlowe!
There is a manual adjuster which is far easier to use than the alternative which meant fiddling around with an electrical screwdriver.
The M5 clutch & flywheel pretty much completes the engine and transmission side of things.
The last person to actually have the car on the road said that he has the original air-box that TWR fabricated. By all accounts, it's pretty basic but it will still be nice to replace another original part. If it cannot be found I will be on the hunt for a local fabricator to knock something up.
Anyway, here's another photo I thought you might like?
Talking of TWR, I decided to do a bit of mix'n'match with steering wheels and boss. At first glance the drillings to mount the wheels with the allen bolts look identical. When I actually undid them all there was actually about 1 or 1.5mm difference. Not much, but enough to stop the allen bolts winding in straight. In the end I used a jewelers file and ''adjusted'' things slightly. With the Alpina wheel and the TWR wheel side by side, you can also see the slight differences between the two.
Once I had got all 6 bolts started in their thread, as here, I just took the time to wind them in a half turn each in turn, so they went in evenly.
All I need to do now is clean it all up and repaint the bolt heads. I know it might not be 100% original but its far closer than the early e30 Alpina wheel, that the car came with, and the TWR engraving is a nice touch. The leather is mint too.
Requests for info also made it into the latest issues of Octane magazine & Practical Performance Car along with a couple of photos. Hopefully, once the rebuild is completed to a high enough standard, it will get a proper full feature? It would be quite good fun to put it up against a new 335i.
Anyway, hopefully there are no more expensive bills in the pipeline and things can progress as planned. The goal is still to have the car MOT'd by early next year so fingers crossed!
As the original additional fan no longer exists, the good people at Kenlowe stepped in with one of their 14'' fan kits.
Thank-you Kenlowe!
There is a manual adjuster which is far easier to use than the alternative which meant fiddling around with an electrical screwdriver.
The M5 clutch & flywheel pretty much completes the engine and transmission side of things.
The last person to actually have the car on the road said that he has the original air-box that TWR fabricated. By all accounts, it's pretty basic but it will still be nice to replace another original part. If it cannot be found I will be on the hunt for a local fabricator to knock something up.
Anyway, here's another photo I thought you might like?
Talking of TWR, I decided to do a bit of mix'n'match with steering wheels and boss. At first glance the drillings to mount the wheels with the allen bolts look identical. When I actually undid them all there was actually about 1 or 1.5mm difference. Not much, but enough to stop the allen bolts winding in straight. In the end I used a jewelers file and ''adjusted'' things slightly. With the Alpina wheel and the TWR wheel side by side, you can also see the slight differences between the two.
Once I had got all 6 bolts started in their thread, as here, I just took the time to wind them in a half turn each in turn, so they went in evenly.
All I need to do now is clean it all up and repaint the bolt heads. I know it might not be 100% original but its far closer than the early e30 Alpina wheel, that the car came with, and the TWR engraving is a nice touch. The leather is mint too.
Requests for info also made it into the latest issues of Octane magazine & Practical Performance Car along with a couple of photos. Hopefully, once the rebuild is completed to a high enough standard, it will get a proper full feature? It would be quite good fun to put it up against a new 335i.
Anyway, hopefully there are no more expensive bills in the pipeline and things can progress as planned. The goal is still to have the car MOT'd by early next year so fingers crossed!
Well the exhaust is finally done although it took a bit more work than was first expected. The reason for this was the manifold that was supplied by a supposed e21 ''specialist''. Despite the promises to the contrary and expense the manifold touched in several places on the car body and steering column. It was also of pretty questionable quality considering it cost well over £500. Thankfully, the exhaust system that the suppliers stoc k will not clear the Alpina diff, or else I might have spent a further £700 on an equally poor quality part. As it is, my exhaust guys were able to modify the manifold prior to making a bespoke twin silencer system. Hopefully, at just over £1000 the exhaust & manifold will be the biggest single expense and we can now concentrate on getting the head work done and the engine back in one piece.
I think the engine is the next stage of re-commissioning the TWR car. The only external changes we plan to make are to the injection system as we are fitting the later Motronic system from a later 635csi. This should make for increased performance and reliability. Well that's the plan anyway! The head is having new valves, guides, rockers etc but we are also going with slightly larger e34 inlet valves. There's also a new camshaft from the guys @ Cat Cams which, with the other mods, should see us make around 260bhp which will do nicely. Hopefully, there will be quite a hike in torque too!
I'll post some new shots of the progress we've made as soon as I have them. Meanwhile, this is my 323/2.7 daily that Dave modified for me with Gaz golds, split-rims, etc.
http://www.youtube.com/watch?v=2sq1OeTzKDM
I think the engine is the next stage of re-commissioning the TWR car. The only external changes we plan to make are to the injection system as we are fitting the later Motronic system from a later 635csi. This should make for increased performance and reliability. Well that's the plan anyway! The head is having new valves, guides, rockers etc but we are also going with slightly larger e34 inlet valves. There's also a new camshaft from the guys @ Cat Cams which, with the other mods, should see us make around 260bhp which will do nicely. Hopefully, there will be quite a hike in torque too!
I'll post some new shots of the progress we've made as soon as I have them. Meanwhile, this is my 323/2.7 daily that Dave modified for me with Gaz golds, split-rims, etc.
http://www.youtube.com/watch?v=2sq1OeTzKDM
Unfortunately Christmas is going to get in the way and delay work on the TWR. Mind you, I guess I should be glad that it's tucked up warm and dry with the recent weather.
Anyway, the exhaust system is finished but before any more of the mechanical stuff can be done, the whole shell needs treating / protecting as a previous owner stripped the floors to bare metal in an effort to shed weight prior to going racing. I'm having it done properly with an etch primer and a chemical that can be applied with a Schultz gun rather than a brush. Obviously the chassis rails will be treated too. I'm lucky the shell has survived in the condition it has considering the lack of protection in recent years. It has never had any welding and is totally free from rust or rot.
One of the previous owners has contacted me and promised to send me all the bits & pieces he has amongst his possessions. I know that this includes an aluminium air-box that was fabricated by the guys at TWR but I'm unsure about condition or what else is there? Hopefully, it won't be too much longer till I get the call to tell me that it's all ready to collect? No doubt Christmas will delay this too!
I'm still waiting for the good folks at the DVLA to send me the new V5 document after awarding me the original registration number that the car had when new. It was changed due to cherished transfers but never returned. Finally, all the service history ties up and shows the correct details.
I have managed to get pretty much all the parts needed to complete the recommissioning and even found a replacement Alpina boot spoiler thanks to German eBay. The only changes I am making are to the injection system which is being updated with the later Motronic as opposed to the troublesome K-jet. It will still look correct/period but should be way more reliable and allow me to run a different chip that will make the most of the head work and hotter camshaft. I think we should be able to get around 260bhp and a chunk more torque.
I've had the cotton buds out and been cleaning up all the period Pioneer ICE I have sat waiting to be fitted. I'm still thinking that I might have an i-pod jack fitted to the head unit. I'm going to fit a sub too but it might have to be hidden under the passenger seat or rear bench. Mind you, I'll be listening to that engine and twin silencer exhaust system most of all.
I would really like to fit some gauges for oil pressure, water temp' & oil temp' but Alpina & Hartge only ever made a dash top pod for LHD cars. I have an idea of how I could make a RHD version but it really needs to look right. If anyone else has any suggestions I would love to hear them.
Since Tom Walkinshaw sadly died last week, I have had several e-mails expressing an interest in this car but it is not for sale. I'm pleased people are interested but this car was never bought as, or seen as, a financial investment. I consider myself to be extremely fortunate to own it and cannot wait till the day comes when I get to drive it. It's going nowhere!
Anyway, the exhaust system is finished but before any more of the mechanical stuff can be done, the whole shell needs treating / protecting as a previous owner stripped the floors to bare metal in an effort to shed weight prior to going racing. I'm having it done properly with an etch primer and a chemical that can be applied with a Schultz gun rather than a brush. Obviously the chassis rails will be treated too. I'm lucky the shell has survived in the condition it has considering the lack of protection in recent years. It has never had any welding and is totally free from rust or rot.
One of the previous owners has contacted me and promised to send me all the bits & pieces he has amongst his possessions. I know that this includes an aluminium air-box that was fabricated by the guys at TWR but I'm unsure about condition or what else is there? Hopefully, it won't be too much longer till I get the call to tell me that it's all ready to collect? No doubt Christmas will delay this too!
I'm still waiting for the good folks at the DVLA to send me the new V5 document after awarding me the original registration number that the car had when new. It was changed due to cherished transfers but never returned. Finally, all the service history ties up and shows the correct details.
I have managed to get pretty much all the parts needed to complete the recommissioning and even found a replacement Alpina boot spoiler thanks to German eBay. The only changes I am making are to the injection system which is being updated with the later Motronic as opposed to the troublesome K-jet. It will still look correct/period but should be way more reliable and allow me to run a different chip that will make the most of the head work and hotter camshaft. I think we should be able to get around 260bhp and a chunk more torque.
I've had the cotton buds out and been cleaning up all the period Pioneer ICE I have sat waiting to be fitted. I'm still thinking that I might have an i-pod jack fitted to the head unit. I'm going to fit a sub too but it might have to be hidden under the passenger seat or rear bench. Mind you, I'll be listening to that engine and twin silencer exhaust system most of all.
I would really like to fit some gauges for oil pressure, water temp' & oil temp' but Alpina & Hartge only ever made a dash top pod for LHD cars. I have an idea of how I could make a RHD version but it really needs to look right. If anyone else has any suggestions I would love to hear them.
Since Tom Walkinshaw sadly died last week, I have had several e-mails expressing an interest in this car but it is not for sale. I'm pleased people are interested but this car was never bought as, or seen as, a financial investment. I consider myself to be extremely fortunate to own it and cannot wait till the day comes when I get to drive it. It's going nowhere!
The good fellows at www.zeroexhausts.co.uk finished the exhaust this week. The manifold actually came via Fritz Bits but, despite being supplied for an m30/e21 conversion, needed modification to stop it fouling on the steering. Anyway, the system itself is a dual 50mm with twin free flow silencers. It should sound lovely and it looks pretty sweet too!
The car should be back at the workshop on Wednesday and then the head can come back off and go to have the flow work done. As I may have mentioned before, we are also fitting the slightly larger inlet valves from an e34 to combine with the Cat Camshaft. Obviously there will be all new followers etc and I'm told there's a way of incorporating dual oil spray bars but that needs some more research.
Thanks to Tony BMW I now have a replacement for the missing oil cooler. It comes from an E12 M535i so I'm 99% certain it will be exactly the same as the original.
Anyway, a few piccies...
The car should be back at the workshop on Wednesday and then the head can come back off and go to have the flow work done. As I may have mentioned before, we are also fitting the slightly larger inlet valves from an e34 to combine with the Cat Camshaft. Obviously there will be all new followers etc and I'm told there's a way of incorporating dual oil spray bars but that needs some more research.
Thanks to Tony BMW I now have a replacement for the missing oil cooler. It comes from an E12 M535i so I'm 99% certain it will be exactly the same as the original.
Anyway, a few piccies...
I owned the Road Test car for a while. Great car, very quick & handled well.
Seen here at Curborough :-
BMW TWR 335 - 1988 Curborough
BMW TWR 335 - 1988 Curborough
Seen here at Curborough :-
BMW TWR 335 - 1988 Curborough
BMW TWR 335 - 1988 Curborough
Edited by threespires on Sunday 13th November 22:51
Excellent! Your old car is currently being subjected to a full nut & bolt restoration. ( You may well know this? ) As far as I am aware, the bodyshell is near completion although I don't think the owner is in any hurry to complete the build. In fact, it was when the original owner of my car drove yours, that he decided to return it and have TWR do the 335 conversion. It was only about 3 months old at that point.
I don't suppose you have any photos of the engine bay? Was there an airbox of any kind or was it just the usual BMW item? Also, did you run it with an open diff? Any help, advice or info you can give me, no matter how small, would be much appreciated.
I don't suppose you have any photos of the engine bay? Was there an airbox of any kind or was it just the usual BMW item? Also, did you run it with an open diff? Any help, advice or info you can give me, no matter how small, would be much appreciated.
Edited by e21BMW on Tuesday 11th January 10:00
The pix I've posted are all that I have. When I bought it, the car came with all it's bills and service history, that was enough to make me want to move it on. The cyl head had been replaced not long before I owned it [ a common prob with the 3.5 engine at the time] and the invoice was frightening !
I had the car in '88 and decided to sell it in June. As it was Tom's name in the log book, I thought it would be a good idea to advertise it at stupid money in Autosport in the Le Mans issue, in the hope that the TWR Jags would win. My hunch proved correct and I quicky found a buyer who gave me a good profit.
Whilst at Curborough, I had a drag race for fun with a pal in a Sierra Cosworth 500. We were neck and neck till about 90 mph, when the Sierra went ahead.
I replaced the 335 with another BMW - this time the original 3 series :- a 300cc Isetta !!
Great to hear it's still 'alive' and would love to make contact with the present owner.
Good luck with your rebuild, I look forward to seeing your car sometime soon.
I had the car in '88 and decided to sell it in June. As it was Tom's name in the log book, I thought it would be a good idea to advertise it at stupid money in Autosport in the Le Mans issue, in the hope that the TWR Jags would win. My hunch proved correct and I quicky found a buyer who gave me a good profit.
Whilst at Curborough, I had a drag race for fun with a pal in a Sierra Cosworth 500. We were neck and neck till about 90 mph, when the Sierra went ahead.
I replaced the 335 with another BMW - this time the original 3 series :- a 300cc Isetta !!
Great to hear it's still 'alive' and would love to make contact with the present owner.
Good luck with your rebuild, I look forward to seeing your car sometime soon.
Funny you should mention the head as the original from mine became scrap years ago. This time, I am rebuilding the new casting with a new camshaft, new followers and e34 inlet valves. I am also going to have dual oil spray bars in an effort to make things more reliable.
I also e-mailed Tiff Needell as he road tested your old car and he has fond memories of it. If you PM me your e-mail address I will pass it on to the cars current owner. I understand he has had it for some years now.
Evidently TWR did build 3 cars. 2 were 3.5's and the other a 2.8. The 2.8 no longer survives and mine was the only one to be built with the ''240 bhp'' engine. I am fortunate enough to be in touch with the sales manager who original supplied the car when new. I got an e-mail from one of the national BMW magazines today and they've requested to do a full magazine feature once it's completed.
Mine also benefits from an LSD so with modern rubber and 240+ bhp it should be quite a handfull.
I also e-mailed Tiff Needell as he road tested your old car and he has fond memories of it. If you PM me your e-mail address I will pass it on to the cars current owner. I understand he has had it for some years now.
Evidently TWR did build 3 cars. 2 were 3.5's and the other a 2.8. The 2.8 no longer survives and mine was the only one to be built with the ''240 bhp'' engine. I am fortunate enough to be in touch with the sales manager who original supplied the car when new. I got an e-mail from one of the national BMW magazines today and they've requested to do a full magazine feature once it's completed.
Mine also benefits from an LSD so with modern rubber and 240+ bhp it should be quite a handfull.
I got a pleasant surprise in the post today. A selection of information showing what was on offer from TWR / Alpina and the prices. I also got confirmation that my car was the only e21 to be supplied with the 240 bhp spec engine as the demonstrator was built with a factory spec engine. If anyone wants to know more detail I can type the lists out in full?
[img]http://i210.photobucket.com/albums/bb187/markbrown100/IMG_0579.jpg[/img
[img]http://i210.photobucket.com/albums/bb187/markbrown100/IMG_0579.jpg[/img
Well the good news is that the new head is finished and we can get on with bolting the engine back together. This will be the first time engine number TWR335003 has run in 21 years!
As this was actually the only 3.5 that TWR built to 240bhp specification, at a cost of £1 750 back in 1982, we have tried to mimic the modifications that they made. In fact, we have been able to go one better and fit larger inlet valves from the e34. The new head has also been flowed, ports matched and a new camshaft from Cat fitted. I also had an older Kent cam but the Cat profile promises more torque. I would have liked to go with Schrick but I am on a tight budget and every penny counts. Anyway, the only other concession has been replacing the old K-jet injection with later Motronic 1.3 taken from a 635csi. This should mean more reliable running and allow me to fit a more suitable chip in order to get closer to the goal of 260bhp. It should fly!
Anyway, I am going over on Wednesday so will try and get some better photos. I 'd also like to get the Alpina diff cover off so that I can give it a good clean & polish. I also want to swap the wheels so that I can get the Alpina rims in for a refurb'. Yet another bill to be paid! It's bloody expensive the restoration lark!
As this was actually the only 3.5 that TWR built to 240bhp specification, at a cost of £1 750 back in 1982, we have tried to mimic the modifications that they made. In fact, we have been able to go one better and fit larger inlet valves from the e34. The new head has also been flowed, ports matched and a new camshaft from Cat fitted. I also had an older Kent cam but the Cat profile promises more torque. I would have liked to go with Schrick but I am on a tight budget and every penny counts. Anyway, the only other concession has been replacing the old K-jet injection with later Motronic 1.3 taken from a 635csi. This should mean more reliable running and allow me to fit a more suitable chip in order to get closer to the goal of 260bhp. It should fly!
Anyway, I am going over on Wednesday so will try and get some better photos. I 'd also like to get the Alpina diff cover off so that I can give it a good clean & polish. I also want to swap the wheels so that I can get the Alpina rims in for a refurb'. Yet another bill to be paid! It's bloody expensive the restoration lark!
Gassing Station | General Motorsport | Top of Page | What's New | My Stuff