velocity stacks

Features

Sam Van Heest's E90 M3

Photography by Matt Petrie @crosshair_nightmare

It is hard to believe that the E90 M3 is rounding out the tenth year since it’s production. Yes, ten years have gone by already and it is being celebrated by ill fitting bolt-on wide body kits and flame shooting, burble tunes that bounce off the rev limiter. Sorry for the spoiler alert, but you won’t find that in here. No, instead Sam chose a cleaner approach. The phrase that comes to mind and best describes his E90 is “elements of traditional ways”. Each of these individual components are not contemporary by any means, but he carefully chose each aspect and perfected them uniquely, reintroducing excitement for the chassis a decade later.

When it comes to suspension, there are so many ways to lower the car. Despite all of the possibilities, there was only one option for Sam. The Ohlins Road and Track coil overs were selected to ensure that his ride remains smooth and capable to tackle the tri-state roads while sitting tightly over the wheels. It is no secret that BBS is synonymous with BMW. Although you need to count on your toes for E9x’s with BBS wheels, Sam still manages to keep the bar elevated. The wheels are not the standard, concave face that is more commonly seen. His are the rarer, flat face RSII’s, which gives the wheel more of a traditional RS appearance. It allows the wheels to be built wider while clearing enough room for big brakes. On the other hand, something that is rarely seen on this platform, are the velocity stacks. Even though trumpets have been married to independent throttle bodies since their conception, his 8000+ revving V8 is packing a little more than just the orchestra horn section. His design and execution with factory functions are what etch its rank in velocity stack comparison conversation, but we’ll get to that in more detail later.

The use of color is so crucial in any build and a three-color pallet requires a specific eye, but more importantly, the right taste. Although white is a neutral pallet to work with, it is Sam’s use of the red and brushed silver that solidifies the execution. Throughout the car, the coordination is so seamlessly integrated, that one can miss the cues or just simply take them for granted.

Against the Alpine White slick top, the contrasting interior is merely a glimpse away.  This car was originally equipped with black leather, but it was since fully replaced with the more desirable Fox Red leather.  To take it a step further, he completed the conversion with the fold down rear seats, which were previously affixed in the back of the cabin. Along with the color swap, he updated the navigation system to the LCI spec, which changes the screen and menu format as well as the better idrive control unit in the center console. Also occupying the center console are the F10 M5 shift knob and an AEM gauge cluster to monitor vitals. Even their silver bezels were kept in mind to tie in with the silver accented components around the interior.



The red on the outside of the car is minimalistic, but extremely effective. Red StopTech ST60 calipers hover millimeters below the brushed BBS faces. On those brushed faces, sit custom height hexes that house red BBS center caps.  When the hood is opened, his valve covers, dressed in wrinkle red, provide a vibrant base for the trumpet display.  Another item that is not normally red, nor in the S65 for that matter is the physical dipstick.  Those of you unfamiliar with the S65 and wondering why a dipstick is being written about, is because these cars only have electronic ones that read on the instrument cluster and are hardly accurate at that.  Sam’s S65 oil pan had been given the VAC treatment of baffled channels and a good ol’ fashion dipstick to pull out and wipe down. He made the swap during his upgraded rod bearing replacement.

Of course, we can’t pop the hood and only talk about the red valve covers or a silly dipstick.  Matching the brushed finish of his wheels are the 2M Autowerks machined velocity stacks for the S65’s independent throttle bodies. The sound of throttle bodies grabbing the open atmospheric air before you is glorious and intoxicating. All you want to be doing is driving the car two gears below where you should be, but simply running the machined trumpets was not Sam’s end goal.  His thought process was thorough and very definitive. On a functional side, it had to mimic the factory plenum plumbing to keep the car happy and have no irreversible modifications to make it work. While brainstorming the layout, he did not want to incorporate any covers or trays around the trumpets. “I don’t want to loose the mechanical feel of this, I want the engine to look like an engine” he said adamantly. No disagreement here. Although succinctly stated, he’s completely right. Seeing the fuel rails and linkage along side the newly introduced oil air separator AN lines or the bullet shaped oil catch is a beautiful thing.

He drew up some sketches for the cylindrical oil catch and then handed it over to his friend and local machinist, Eric of Tribal Iron Customs. Carrying out the brushed finish, the bullet shaped conversation piece also integrates the factory drain mount in the same location below the plenum. Focusing on the details, he even made a little bracket to hold the filter in place above the valve cover. Equally as impressive as it looks and sounds, is that attention to detail. He is not finished with this project either as there is still more to come.  The plan is to utilize the factory air ducts from the bumper and kidney grills by having filtered channels 3D printed to his specifications in order to feed it with as much clean air as open ITB’s can get.

Rather than removing the chrome accents around the car like the headlights and the grills, Sam kept them to compliment the polished lips of his wheels. A European inspired shaved front bumper and NLA original Challenge diffuser are just more examples of how little details go further than radical aero and body work.

Sam did not rewrite ‘the book’, he just pulled a few chapters out, added some vibrant illustration, and put them back in to show the rest of the community how it’s done.

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.