So after driving the '02 to and from work and around town I've found some more issues that need to be addressed. First off, a bolt in the guibo had been replaced at some point. Either it was torqued down too much or installed wrong but there is a huge split in the rubber so that needs replacing. Also, my wife was following me to work the other day and said there was white smoke coming out the exhaust. It smells like burnt oil, so I bought a compression tester to see if that was the issue. After warming up the engine to do the compression test, I got to looking around and noticed a massive oil leak from around the exhaust header flanges at the cylinder head. Particularly the #4 cylinder. Some snooping around on the FAQ revealed that if sealant isn't used w/ the studs, oil can seep around them. That might be the cause of the white smoke. We'll see. In any case, time to pull the header...
The PO had installed a tubular exhaust header and some glasspacks for an exhaust system. It was too loud so it needed to be replaced anyway. I noticed some gaps in the welds on the header so I thought I might do some finish welding on the header to salvage it. Unfortunately, the build quality is worse than I thought so i'll probably be replacing it. I'm looking at the IE stage 2 header, but I'd like to install a wideband O2 sensor. Any suggestions from other FAQers out there? Will IE install a sensor bung for me? I'd like to have them do it because I only have a MIG and it'll end up looking pretty ugly.
Anyways, the worst news is that the reason oil was leaking so bad from the #4 cylinder was because the upper stud was stripped out of the aluminum in the cylinder head. Dammit! One more thing...
So after driving the car for a few days and poking around under the hood I started to figure out what needed to be fixed right away. The engine was running very rough and didn't want to idle until completely warmed up. Even then, the engine would surge when idling. My first thought was vacuum leaks. Sure enough the gasket between the #4 intake runner and cylinder head was basically gone. Some of the vacuum ports were also covered with tape. So, off with the intake manifold. While I was at it, I figured I'd do a rebuild of the Weber 32/36 carb.
The PO had installed a Mr. Gasket electric fuel pump on the firewall. The pump was powered by a non-momentary switched circuit wired directly off the battery. It looked like the electric choke was powered by the same circuit. I decided it was best to remove all of that and replace with a carter inline fuel pump located closer to the tank. The pump would be powered by a relay and use an oil pressure safety switch in the case of a wreck.
I wanted the fuel pump to be outside the car and as low and far back towards the tank as possible. I decided to install the fuel pump directly above the differential where the fuel return line crosses from the passenger side trunk floor to the drivers side where the hard line runs up the engine bay. The clearance between the diff and the trunk floor was good, and I was able to use the hard line as the supply side of the fuel system. I decided to run a return-style fuel system, so I'm using the plastic flex line for a return. I've noticed that at high RPMs/engine loads the engine seems to be starved of fuel, so I am planning on installing a pressure regulator just downstream of the carb on the return side. I haven't been able to find any info to verify that, but it seems like adding a restriction downstream will keep fuel from passing by the carburetor so easily so the fuel bowl will stay more full. Does that make sense? If anyone has that same problem, please let me know. I'm all ears.
Hello everyone, I just bought my first BMW 2002. It's a 1972, Verona red, auto (converted to 4-speed). I've been interested in '02s for awhile now and was finally in a position to buy one. I was looking for something that needed work so I could fix things and make it my own. I also wanted to avoid as much body work/rust repair as possible. I think this one fits the bill nicely.
As far as I can tell, I am the 4th owner. This car started out in the Reno/Tahoe area, then moved to TN w/ the 2nd owner. The 3rd owner bought it and moved it to VA. Now that I have it, it resides in Dayton, OH (for now anyways, I'm in the Air Force so move around a lot).
As I mentioned, it used to be an automatic, but the PO swapped in an M10 & 4-speed from another donor '02. He also installed an LSD from an E21 320iS. Suspension was lowered via suspension techniques lowering springs w/ Koni shocks. When I purchased the car it came with a whole pile of extra parts including roundie taillights, grills, some megasquirt parts, a complete M10 from a tii, a (supposed) 5-speed trans, and other trim/interior pieces.