The exhaust system on new BMW premium car starts from none other than its exhaust valves, anyone considers to modify should seriously look into what happened at downstream of the whole exhaust system. BMW has been lagging Honda in principle to automatically actuate exhaust valve’s closing and opening; where as Honda started VTec earlier in 1990 BMW did not deploy its Double Vanos until 1996.
The right picture depicts the latest BMW S65 Engine which employs an intricate Exhaust Manifolds design to allow for not only engine efficiency but also smooth powerful output from idle right up to its redline rpm range, this include flatter torque curve across the wide band. Notice each cylinder is fed by individual throttle bodies.
While both Auto Makers BMW and Honda are known to be the pioneers for mass producing the highest specific horsepower output per litre engine, the former is also famous for its silky smooth 6 inline cylinders engine (I-6). For their powerful and popular M3, BMW has had S65 to replace the I-6 S54 naturally aspirated engine that produces more than 100 horsepower (75 kW) per litre (343 horsepower (256 kW)/3.2 litre).
The bulk of 3 Series sales has been indeed equipped with such silky wallop I-6 power plant, the sales figures reaches its culminate peak in the year 2002 by E46 model. The 3 Series contribute around 40% to the whole BMW sales. The main stream of E46 has three type displacements of I-6 M54 with the most sought after 2.5L M54B25.
The simplest modification for M54 is preferably implementing free flow on the intake side as well as the tip of or the 
Unlike the rest of your BMW Performance Exhaust its Header section is a durable part, provided well maintained with no abusive usage it is very seldom to find a problem around this particular area. And should it happen it may involve crack in hidden area beyond visual observation other than some noticeable erratic running idle, but in most case it could be due to the leaking around Header Gasket.
One of the drawbacks of using OEM BMW fastener is that some of the nuts are designed to be used just once; otherwise you need to do a rethread job which subsequently needs a new set of fastener as well. Anyhow this is a good opportunity to replace the whole header set. Ceramic Header has better heat insulating capability but is not as tough as its Stainless Steel sibling, for compromise choice opts for Ceramic coated Stainless Header.
Ever notice that Rally Car in say that famous in car detail at WRC Round 3 Cyprus event? Every Team uses heat insulating material to completely cover their header, in effect lowering the engine bay temperature. Fully wrap your Header to get optimized cold air charge!
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