In 2017 I bought a BMW M5, went looking for an intake, and decided the price was absurd. So I built ten of my own. I kept one. The other nine were gone almost immediately — and that told me something I hadn't expected to learn.
It started with a price tag
The car was an M5, F10 chassis — my first BMW. Like most owners, the first thing I wanted was an intake, and specifically one in a color. I went looking, and the market gave me two options: things that looked properly engineered and cost far more than they should, or things I could afford that clearly weren't worth putting on the car.
That gap is the whole reason this company exists.
I'm a trained automotive mechatronics engineer. I was born in Germany and have been working in the automotive industry since I was sixteen; I later continued my education at the University of Houston. So rather than pay for something I thought was overpriced, I did the thing that was actually in front of me: I designed and built my own.
I bought material in bulk, because that was the only way the math worked, and that meant making more than one. I fabricated ten intake systems, kept one for my own car, and put the other nine up for sale. They were gone in under a week.
I want to be precise about what that meant, because it is easy to tell this story as if I had a plan. I didn't. What those nine sales told me was simply that I wasn't the only person who had walked into that same gap and found nothing worth buying.
The company was supposed to do something else
Project Gamma started out inside a company that was never meant to make car parts.
I had formed MSS Dynamics LLC in 2017 to bid on military manufacturing contracts. That path didn't work out the way I expected. What it did leave me with was an entity, a little infrastructure, and a manufacturing mindset that turned out to transfer cleanly. When the intakes started moving, I pointed all of it at performance parts instead.
In 2019 Project Gamma launched properly as its own brand, with the BMW M5 F10 as the first platform. Within a year or two we had expanded to Mercedes-AMG, McLaren, Lamborghini, Ferrari, Porsche and Audi. The company has since been restructured — today the business behind the brand is PG Parts LLC — but the way a product gets made here hasn't changed since that first batch of ten.
Why silicone, and why we went first
We were the first company to bring silicone intake systems to this market, and they were designed in CAD from the first day.
The reason for silicone wasn't cosmetic, though the colors are the part people notice. Metal intakes have a heat problem in a modern turbocharged engine bay: aluminum soaks heat and holds it, and titanium — which sounds like the premium answer — behaves worse than people assume, on top of being difficult to fabricate cleanly. We tested and we didn't like what we saw. Silicone doesn't conduct heat into the charge the way metal does, and it let us shape the geometry we wanted instead of the geometry the tubing bender allowed.
That decision is the reason the brand exists in more than one category today. Once the first platform worked, the same method — measure the car, design for that car, test it, revise it — applied to everything that came after.
The rumor that came with success
When the intakes took off, two things happened.
The first was copying. Around 2023 and 2024 near-identical products started appearing. That's how this industry works and I don't spend much energy on it; if you are first, you get copied.
The second was a rumor, and that one is worth answering directly, because it still reaches customers: that we simply buy finished parts overseas and put our name on them.
Here is how it actually works, stated plainly. Every product carries our own CAD design, developed in-house for a specific chassis, tested on real cars and revised — often several times — after it is already on the market. Manufacturing is done to our drawings by contract manufacturers, which is how most engineering companies of our size build physical parts. What we do not do is pick a finished item out of somebody else's catalog and print a logo on it.
The evidence is in the parts themselves. Our silicone intakes still have the largest diameter in their class and the cleanest fitment, because those were design decisions we made deliberately and kept refining. Copying a finished product is easy. Arriving at it is not.
What came after intakes
Carbon fiber intakes followed in 2019. Then the line widened, each time for the same reason — a customer platform needed something that either didn't exist or didn't exist properly:
- Chiller systems (2024) for the F90, G90 and B58 platforms — our own design, with a US patent application behind it.
- DCT clutches, including a billet clutch assembly for the DL800 dual-clutch used by the Lamborghini Huracán and Audi R8.
- Catless downpipes and exhaust systems across the BMW range.
- A plug-and-play twin-turbo kit for the Huracán and R8 V10 — roughly 600 hours of CAD design, and still the most technically demanding thing we've built.
That turbo kit deserves its own explanation, and it has one: we wrote about what we deliberately left out of it and why.
Where it went
We never set out to be an export business. But parts travel by word of mouth in this world, and at the time of writing we work with more than 200 dealers across more than 20 countries — the United States and Canada, across Europe, into Asia and Australia, and through the Middle East, which has become one of our strongest regions.
Alongside the parts business we run a full-service shop here in Houston: installation, diagnostics, maintenance and collision work for exotic and European cars, plus B2B support for our dealers.
The calls we didn't have to make
In 2025 Goonzquad reached out to us. They wanted to send a car in for a turbo kit build. We didn't pitch them and we didn't chase the exposure — they came to us, because the work had already done the talking. Don Toliver's Huracán runs our kit as well.
I mention both for one reason only: neither of them had to choose a company like ours, and both did.
What hasn't changed since 2017
If you are deciding between us and a more established name, here is the honest version of our pitch.
We are not expensive, and we don't cut corners — those two things are supposed to be in tension and we have spent years making sure they aren't. If we take a job, we deliver quality, honest work with the best resources we have. And we don't overpromise. If something won't do what you want it to do, we would rather tell you before you buy it than explain it afterwards.
That was the standard with the first ten intakes in a garage in 2017. It is the same standard on every part that carries the name now.
If you want to ask something technical, or you want to talk about carrying our parts as a dealer, write to info@shopprojectgamma.com.
