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    • steve k.

      We are back   09/22/2016

      We had some data corruption on the database.  not sure the reason yet.  A table was restored from about 12 hours prior to failure.  This means that posts that happened in those 12 hours will not be listed in the index.  I do not know how this will effect the emails you you might recieve from those posts.   steve k.
    • zane71
      I had been excited for this weekend ever since last years historics. I knew it was going to be big, but I had no idea it was going to be this big. My weekend began at 5:00 Friday morning, after a week of late nights drilling holes, mounting lights, and mainly scrubbing and vacuuming. My dad and I met up with 3 more 02s and a beautiful /6 cafe racer. We headed down 17 towards Highway 1, with some of our cars adding to the thick haze of fog coming off the ocean. Just before we got off at Hwy 68 we were passed by an e30 and then an e34 M5 Touring, a car I never seen before, I squealed inside a bit. “It’s gonna be a good day” I thought to myself. No one in our group had been to our first stop Legends of the Autobahn before and we got lost, which lead us to seeing a 3.0 CSL batmobile. We finally got to legends and I park my touring with the other 2002s, and right away I’m asked what it is. I went into this weekend thinking e30 M3s, and 3.0s were rare, but by the end of Friday they honestly had become commonplace. Which was fine, Legends offered up plenty of other beautiful cars for me to ogle. Elvis Presley's’ 507, a 700 coupe which had an air cooled motorcycle motor in it, a 1934 309, and my favorites, an e30 touring and an M1. When a 3 cylinder DKW 3=6 started up, it drew a crowd, he man that owned it also has a right hand drive Colorado Touring he brought to the Brisbane 02 show. Down the hill from the main show was the Motorrad and performance section. A few Z1s, quite a few Z8s, and even more M3s. We came across a whole lot of different older Alpinas, pretty sure at least one of every model made. The motorcycles were a sight to see, I believe an r32, BMWs first motorcycle, and a few insanely clean /5 and /6s, including a gold twin turbo, that the owners unfortunately would not start up.
       


      Once Legends ended we went to a BBQ to revel for the evening with other BMW enthusiast. A big shout out and thank you to Doug for hosting. Late in the evening we returned to our campsite above turn 10 at Laguna Seca. In the campsite we had an 1800 4 door, an e30 325ix, an e36 M3 LTW, 4 2002s, and 3 Tourings, and a big 2002 FAQ banner on the fence.Needless to say, our site was packed, and we constantly had people stopping and asking us about our cars. I’ve seen posts about how much love there is in the 02 community, and I’ve always seen that in our group. I have witnessed this first hand with building my own car which was a year of non-stop fun and great times, or helping Coastalcrush get his crusty Colorado 1600 on the road before the Brisbane show.

       
      Saturday morning our group drove our cars down to the BMW corral and had cars and coffee on the back of Dr Suave! We watched the morning races, my favorite being the 1973 to 1984 FIA, IMSA GT, GTX, AAGT, and GTU cup, just because of the amount of 3.0s and M1s. After that we got ready for the BMW parade lap, where I got to ride in Steve's all stock automatic touring. He showed the three of us all the proper racing lines to take around the track, which was really informative and interesting. When we came back in (after the parade lap) my dad and I spent a while walking around the paddock, where we saw Canepas crew readying his cars. We met an older gentleman with a Model T racecar and watched him oil up and prime the fuel pump on his race car.


      As we headed towards the main BMW tent I stopped and drooled over the silver M1 procar that had been out just eating up the track. The car had originally raced in Japan, hence the Japanese lettering all over, then was unseen for 25 years, until it was bought and restored to its original condition, and now races around the world in historic races. The BMW tent was impressive. It had all the race cars on the ground, you could get right up and stick your head in them, and then there were a few show cars behind glass barriers. A gorgeous 2002 turbo sat in front of the 2002 Homage car (the homage car brought up a bit of a debate in our group). At the other end sat 2 art cars, an M3 GT2 sat behind the well known number 93 3.0 CSL art car that raced in Le Mans in 1975, you could tell it was a special car with just one glance.


      By now it was time for the next 1973-84 race, so we went to turn 5 where we could get a good look at the cars as they came into the turn. It was quite the sight to see as Canepa passed people on that bit of straight away like they were standing still, the man knows how to drive. Later we walked through the shop tents and watched people test drive Land Rovers on their test course, some people really beat on them. We headed back up to the campsite, where the lighting got just right for a photoshoot (a true golden hour), which as we all know, 2002s are very photogenic. That night we sat around our fire pit and talked about the day and our cars until it got too cold and foggy to stay up
      .
       
      Sunday morning we packed up our cars with our camping gear, throwing as much as I could on the roof rack of the touring. Again we brought our cars down to the turn 5 corral and talked with passersby for a bit until the 1963-73 FIA race, when we all pressed ourselves to the fence and stared in awe as 3 2002s raced around, one being an Alpina TI. We found out there were spots left for the day’s parade lap, and we quickly registered a few of our cars. This was by far my favorite part of the whole weekend. When they say you can't see a thing coming over the corkscrew, they mean you really can't see anything. But there is nothing like coming over it, downshifting to 2nd, and flooring it out. I had a smile on for the whole lap, but that part made me laugh with pure joy. A track day is now very much in order! With our cars packed, my dad and I started our drive back home, sunburned, tired, and smiling from an event filled weekend.
       
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      i managed to get access to a garage at my parents house which we will use to strip the car down and store the parts whilst its off at the body shop being repaired. hopefully we will return to the garage after the body work to deal with the engine rebuild, brake upgrade and steering re-condition. i have had some small issues over the years and they have all come to a head now and the car is in need of some serious TLC. as we strip the car down we will document the rusty areas and wavey bodywork which needs looking into. 

       

      so far we managed to get the car towed over to the garage and started stripping down the rear end and body trim.

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      my boys Luke and AL on the tools, even though most of the stripping can be done alone, its always best to have a second or third pair of hands!

       

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      lucky for us the rear end was rust free, and apart from the boot hinge mounts it will need very little work before paint (we may flush the petrol tank but this will be at a later date as it is non essential)

       

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      a relatively tidy rear, stripped down.

       

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      all the waist line trim removed, along with the rear quarter windows and the boot. we managed to rescue the trim from the window rubbers but i am unsure if this will really look good once the cars back together and painted. my plan is to keep the trim all as it was to preserve some of the character of the car.

       

       

      next time : 

       

      We're going to tackle taking the windows out and side windows, these will be going off to be polished as they have some light scratches on them. 

       

    1. Mark92131
      Latest Entry

      The scope creep continues on the 1975.  I sold some parts from my stash and had a tidy sum in my Paypal account so I splurged on a set of Rota RB's and some new Toyo 195-50-15 Extensa HP tires from atw-tires on eBay.  After they arrived, I test fit the rims and then took them down to Performance Tires for mounting and balancing.  All in, about $800.  I had a new set of lug nuts in my stash that I bought from IE a couple years back, so I used them for this installation.  My original inspiration for this build was a car recently restored by CoupeKing.  It featured beautiful Mintgrun paint, deletion of the side marker lights and knee trim, tucked bumpers and a custom interior, (first picture).  I left mine a little more stock.  It is sitting a little high in front but we are getting close to the look I want.

       

      Next up, rear seat restoration and gutter trim installation.

       

      Mark92131

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    2. My first action upon getting the car was, naturally, trying to get it to start.  When I went to look at the car to buy it, the previous owner noted that it turned over and seemed to have compression, so I asked if we could try to start it.  After throwing in a battery he noted that the ignition switch was inoperable and actually missing, but he was using a screwdriver jammed into the ignition cylinder to try and start it ( a screwdriver he kindly included with the vehicle!).  He was correct— it did turn over and seem to have the desire to start, but ultimately wouldn't.  No amount of starting fluid sprayed into the carb would do it.  And so when I received the car in the garage that is where it was at.

       

      My dad came over the first day I had it and we fiddled about for a couple of hours trying to get it started ourselves- cleaning off the rotor and cap contacts and wiggling spark plugs, all with no luck.  By the end of it, the screwdriver method of turning the ignition to the start position no longer worked since it had bent the metal, and we had to give up for the day.  Before we gave up, however, we determined that at the very least it wasn't getting spark.  

       

      I ordered new plugs, wires, cap, and rotor and waited a week for them to arrive.  In the meantime my goal was to rig up a temporary starting mechanism.  At this point I wasn't sure I wanted to spend  too much money on the car, so I wasn't keen on buying a new ignition switch for $200.  Here my collection of switches and buttons came into use.  After cobbling together via various online PDFs and forum posts a crude understanding of the ignition circuit, I was able to wire up an ignition mechanism that would be easier than jamming a screwdriver in the steering column!

       

      A simple toggle switch is wired to the battery lead, and the output of that is routed to the other wires that should be engaged when the vehicle is in the 'on' position.  Another wire from that switch feeds a 2 inch green button on a longer wire, which feeds the ignition wire.  With this setup I can engage the starter while not sitting in the vehicle, a setup I found to be quite useful!

       

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      -Big red wire is power

      -2 red wires together and both green wires should be hot during 'on'

      -Black wire goes to starter

       

      So with an ignition system in place I put in the new cap, rotor, wires and plugs, applied generous amounts of starting fluid and tried it out.  Still no luck.  Could it be fuel, I thought?  I undid the hose to the carb and turned it over — some old dark fuel dutifully pumped out.  Good to know the fuel system works!  ( Later I drained the old stuff out of the tank, which somehow doesn't have any leaks in it.)   So it was still spark. 

       

      I'm no expert with vehicles using a mechanical ignition system, in fact this is only my second vehicle with one. After scratching my head and googling around I determined maybe it had something to do with these points everyone is talking about.  An so I dissembled the distributor and cleaned off the contact areas on the points and adjusted the gap to .016. 

       

      This gave me a chance to set the base timing, so I followed a procedure documented somewhere to get the engine at TDC by looking at a mark towards the back of the camshaft sprocket.  With that in place I turned the rotor to 90° behind the #1 mark on the edge of the distributor and put it back in.  To my surprise it turned as I inserted it and ended up pointing right at #1!  I slightly tightened it down so I could still turn it back and forth and crossed my fingers.  Time to see whether these points were all that important.

       

      So with my big green ignition button I stood outside the passenger door and held the distributor so I could rotate it.  I pressed the button, held it down and the little 1.6 came to life! After rotating the distributor a bit I was able to find a steady idle, though the idle seemed high.  I let it run for a minute or so like that before shutting it off.  Then I remembered the choke was all the way out, so I put that back to normal and started it again.  This time it seemed to run at a much more acceptable idle, surprisingly quiet too.  It seemed the exhaust system was all still functional!

       

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      This was all very exciting to me... to start up an engine that hasn't run since I was 8 years old.  I'd like to say it took some kind of skill or expertise, but that would be lying.  All it needed was to follow the maintenance procedures to set the point gap and it started right up!    

       

      The only thing left between me and a running and driving project, or so I imagined at the time, was to try out the transmission and clutch.

       

       

       

       



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