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Features

Mike Hack's E30 Touring

Photography by Jackson Keam & Ollie Strong @hardparkedproductions

Mike Hack's fondness for the E30 platform all started when he bought a 318is coupe. He had intentions of keeping it clean and stock since his daily/track Honda Civic was deemed "un-roadworthy" by the local police due to illegal modifications. Like most of us, the mod bug bit him shortly after the purchase was made and the coupe quickly became another less than ideal daily driver. After owning the 318is for a few years, Mike was truly engulfed in the local E30 scene. He had come into the E30 scene completely ignorant of the chassis's many variations. He had no idea which modification options were out there, which companies to trust or which local shops to go to. But over the 2 years of owning the coupe, he learned a lot. He was also unaware of the wagon variant, until after buying the coupe and this intrigued him tremendously. Since Australia never received the wagon, it made the thought of owning one there even more enticing. He knew of a handful of private imports that were getting around Australia, so he knew it was possible. And so the search began.

Initially the search didn't get far, he couldn't find any for sale through the usual sources and money was a bit tight anyway. At the time he realistically had no chance of actually getting his hands on one, but he continued the search anyway. After a few months he stopped looking and life went on, then one day he was just casually wasting time searching for random cars on a car selling website/app. It was out of curiosity more than having any intent to purchase and boom a 325i E30 Touring popped up for sale in Sydney (10 hour drive interstate from him). It was not cheap, but it was in fantastic condition with low miles and had a manual transmission. It also had all the electric options, sunroof, windows, etc. and complete with a genuine M-Tech 2 bodykit. The icing on the cake was that it was in Alpine white, Mike's favorite color. A call was made and not long after he was on a plane to Sydney, driving the newly purchased touring as its first Australian owner, back to Melbourne.

Not all was as rosy as it would seem though, when it came time to get the required engineer's certificate in order to register the car for Australian roads, some poor handiwork was found. In order to legalize the car for Australian roads, side intrusion bars needed to be welded into the doors. When Mike bought the car he was told by the seller that all of the work had been done and was ready to go. Turns out the (unnamed) Sydney based shop had sikaflexed the bars in (rather than welding) and the job had to be done again from scratch. This took a big chunk of time and money from his life. Once registered and driving, modifications began almost immediately. The first set of wheels had already been ordered before the car was on the road and basic bolt-on engine mods were underway. Coilovers were swapped out from his old coupe and installed into the touring. The car stayed reasonably mild for a year (lowered, wheels, bolt on engine mods) or so while he planned on upcoming changes.

The Touring has had 4 different sets of wheels since he's owned it, starting with a set of 16" Schmidt TH lines, a brief stint on 16" Alpina wheels, a few years on a set of Compomotive TH1780, 6 months on a set of 3 piece Work Emitz and then back to the Compomotives which it is currently on. He actually repurchased the Compo’s from the guy he had originally sold them to.

Being a Honda fan/owner for the prior 10 years, Mike was very much into the whole wire-tucked engine bay look and wanted to attempt something similar on the E30. He looked around online and apparently wire-tucking E30's wasn't too common, which would help set the car apart just that little bit more. What he assumed would take 3 weeks or so, turned into a 3 month, 400+ solder nightmare job. Although in saying that, once completed, the car fired up first try with zero issues and has been without issues for the last few years.

A little more power was then desired as well as something special under the hood. Rather than taking the much more common and arguably much better money/power ratio option of an engine swap or going with a turbo upgrade, Mike decided to take the road less traveled by going with an ITB setup. Call it a hangover from his old ITB B20VTEC powered Civic race car. He hungered once again for that undeniable ITB scream. He knew that the cost/power ratio was not ideal, but since the car would be 95% street/show car, real power numbers were not a big concern. Luckily for him, there was an upcoming Australian company that was developing an ITB kit for the BMW M20 engine and he managed to get a hold of a kit before they officially hit the market. The only problem with getting it in so early is that the kit wasn’t 100% and some custom fabrication was needed to make them work. The car was dropped off to a shop for the ITB install/head rebuild/ECU install, etc. and this is when things started to take a very slow turn. Without having a real deadline or agreed finishing date, the car ended up sitting in the shop for well over a year (16 months to be exact). Multiple calls and surprise visits were necessary to put some pressure on to get the job finished. But good things come to those that wait and the result was a whole lot of fun and plenty of noise.

Unfortunately the car didn’t last long after the original install/tune and drivability went down fast, to the point of the car being completely undrivable. It stopped idling, it was running extremely rich and pumping out excessive smoke on every drive. In the end he believes it was a combination of poor ECU choice, lack of complimentary sensors/modifications and a poor tune. Regardless of what was at fault the car needed some serious attention in order to get it back on the road and running the right way. So he made the call to MSC Performance, a trusted and known tuner that he had used a lot during his Honda racing days. He didn’t have a lot of experience in BMW’s specifically, but he was a master on the dyno and was happy to take on the job. Again it wasn’t cheap as they decided to remove the original Microtech ECU and ‘upgrade’ to a ‘top of the line’ Haltech Elite 2500 unit. They also added a Wideband controller and cam sensor in order to get the whole setup working right. A month or so passed and he received the car back in perfect working form. Drivability was as good as a standard car, no idling issues anymore, no excessive smoke. The car was a dream to drive and sounded amazing. Still no powerhouse, but fast enough for plenty of fun. After driving the car in this form for about 6 months, he was keen for more. Like most car modifiers, the car is never finished and no matter what you do, there's always something else that needs to be done. He likes putting in the wrench time in the garage just as much as he likes driving the finished product.

Mike was always intrigued about bags, it was one of those mods he would see as a kid and get excited about, and as an adult that excitement never changed. He never thought he would ever actually go down that path though. But then a few things changed and his financial position changed (after no longer needing a car trailer). This combined with the constant risk of driving an "illegally" lowered car around the streets of Melbourne triggered him to give in and go down the bag route. Air bags allowed him to drive the car at a reasonable height to avoid police attention on the roads and then slam it to the ground for the next car event. (Police in Australia are extremely intolerant of modified cars driving on the road, the penalties are harsh and expensive.) So he ordered all the parts needed and began to research how to go about installing the whole thing. He's DIY’d the majority of things with cars in the last ten years, but over that time he had had zero experience working with anything to do with air ride. After a week or so in the garage the install was complete and the car was back on the road driving well once again. 

Not long after installing the bags, Mike and his partner purchased their first home due to having their first baby on the way and as you can imagine modifying cars has slowed to almost a complete halt. So at this stage and for the foreseeable future, the Touring will remain in its current form with the short term goal of just maintaining it and keeping it on the road. He has future plans to pull the motor and get the engine bay smoothed and re-painted. But that is something that will happen in the very far future, in the meantime, he is happy to just drive it as it is and attend as many events and cruises as he can.

Features

Stefan Djuric's E86 Z4 M Coupe

Photography by Matt Petrie

Despite the influx of replica wheels and their remarkable resemblance to the originals, authentic three-piece wheels still have a strong presence and undoubtedly own their respective spot in the car community.  The ability to build the wheel to a desired size is all part of the allure of spending the extra coin on that real set.  The limit of aggressive fitting wheels is constantly being pushed and one of those people setting the benchmark is Stefan Djuric.  As the owner of “SDW” his business just happens to be three-piece wheels.

If you’re a part of the BMW or stance community or have simply logged on to social media once in the last 12 months, then you have most definitely seen his previous car floating around the internet from various photographers.   His car was the Alpine White on Cinnamon E46 M3 sitting on custom Alpine White Work VS-XX’s and then a set of original 5x120 Work Equips.  His drop was equally as aggressive as his offsets, but unfortunately that car was wrecked on Valentine’s Day when a SUV ran a stop sign that totaled the M3 less than a mile from his house.  Physically he was fine, but receiving that dreaded text message from him and seeing the car was painful.  Indeed, it was a truly sad and abrupt way to end a legacy that the car was building.  Although it was short lived, Stefan wasn’t about to let that set him back.  

He began searching for a replacement car knowing that it wasn’t going to be anything but a BMW.  He considered another E46 M3, but having felt that he had properly executed that body style already, he decided not to go that route.   Instead he chose something a little different, yet still retaining the high-revving S54 under the hood.   His choice was a 2007 Z4 M Coupe in Titanium Silver over black. 

The Z4 M Coupe is a direct descendent of the Z3 M Coupe with roughly a four year gap in between generations from 2002 to 2006.  What was once the “quirky, bubbly” clown shoe had now been redesigned into a more muscular and edgy coupe.  At just under 2,000 units produced in coupe form in North America, the Z4M is not a car that you come across often, let alone see one tucking tire and this was exactly why Stefan chose it to be his new project.

He has wasted no time in modifying this car.  From buying it completely stock only a few months ago the car is now sporting Supersprint stepped V2 headers with a custom Meisterschaft section 1 modified off of his E46 M3 because a catless section 1 is not offered on the market.  His setup is completed with RPI muffler with staggered tips.  The combination of piping gives this car a unique sound with little-to-no resemblance of the raspy S54.  An Evolve tune has this car’s ECU mapped properly to accept the new exhaust setup which just screams literally from a mile away.

A BMW Performance strut bar and Cosmo Racing stress bars under the hood reduce the roll and flex in the car, but his suspension setup is what really dictates the ride height and quality.  His car has a hovering appearance from all angles, sitting only inches above the ground, but he can comfortably daily drive at this height thanks to Broadway Static coilovers. 

One thing that Stefan was not pleased about was the car’s surplus of Roundels and M badges.  He wanted to clean up the car without being too plain.  He consolidated both the roundel and M badge on the side of the car with his own custom designed M badge engraved into a circular piece of aluminum to cover the blinker.  To continue the cleanliness around the car, he applied gloss black vinyl on his roof to integrate the windshield and rear window.

Lastly, we get to his custom BBS RS wheels.  These are not your average RS’s, in fact they are actually RS302 faces originally 5x120 with the lowest backpad allowing for maximum lip.  They are 18x10 et15 with a 225/40 tire while the rear is 18x11 et15 with a 265/35 tire.  These wheels are special to Stefan because he had built them for his M3 before it was totaled.  Despite the initial offers presented to him, he had to run them on this car in commemoration to the M3.  Being the man behind SDW, of course he has another set of wheels on deck for this car even rarer than the RS’s.

Aside from having the patience to source rare faces and bolt patterns, Stefan’s ability to calculate widths and offsets is matched by a few.

Unless specified by his customer, he always has the wheels cleanly dialed in so that they are aggressive, but not too obtrusive.

This Z4M is evidence to the details he takes into consideration when putting together a vehicle that is truly personalized with a proper stance.  



Photos by Kielan Prince