Do Texas cars carry the original tags?
Curious choice of KYB shocks on an expensive restoration?
Pictures of the subject car's undercarriage:
https://www.flickr.com/photos/133890609@N08/sets/72157653844751089/
These reminded me of several exhaust questions that probably deserve a separate thread, but since this is the general discussion, they will be floated here.
On the subject car, the twin header pipes are wrapped. Can't determine from other photos whether the manifolds themselves are also wrapped and whether this was done to expedite exhaust flow
or insulate the cabin floor from heat.
Are the down pipes stainless?
Next, the center resonator has been supplanted with two separate pipes that are joined by a "Y" before the exhaust reaches the so-called second griddle-shaped resonator muffler. At the expense of sound reduction, it arguably allows for greater access to the gear shifter and probably reduces weight. But aside from these so-so benefits, is there wisdom in BMW's original inclusion of the big, bulky, heavy, rust-prone center resonator, from either a performance or fuel economy standpoint?
Reinventing the wheel . . . er exhaust?
A last question that is definitely far removed from the topic of this car, and has probably been asked before.
http://e9coupe.com/forum/showthread.php?t=19164 We once spied an E3 on a service station lift. It had an interesting exhaust that ran the normal pipe layout but did not seem to have any mufflers. Instead, the pipes had a series of dimples or chambers. An idea may be had from the below pictures.
Unfortunately, the car was not being worked on at the time, so we never had the opportunity to ask questions or hear the exhaust. Common sense suggests this type of exhaust would probably be workable on a catalytic converter equipped car, but on an E3/E9?
Anyone ever try this or have personal experience with this approach on a non-cat converter exhaust system?
For illustration purposes only. Obviously not for an E9/E3.
http://www.classicchambered.com/classic/products.html
