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Showing results for tags '2002'.
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Ordered the Supersprint midsection (cod:040313) and the muffler (cod:040334) from their website. I still need to order the headers, but after test fitting the muffler (cod:040334) to the hangers, it didn't align with the hanger placement at all. In fact, they're off by a few inches. Has anyone else fitted this muffler without cutting and welding the muffler hangers? I don't have photos yet but I can try to get some tomorrow. If I remember correctly the fuel tank got in the way of moving the muffler more towards the right passenger side to align with the cutout in the rear bumper. I'm thinking to commit to the headers and getting some metal fab done to get this to fit or to return the midsection and muffler and having a full exhaust build. Any advice helps.
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Would be great if some 02's came show is on the 29th of April last day for tickets is 28th . 4/29/2023 10:00 AM to 04/29/2023 02:00 PM registration website PPC Car Show 2024 PRESERVATIONPARKCITIES.TICKETSPICE.COM Get Tickets for PPC Car Show 2024. Ticket sales close April 20th 2024. location Burleson Park (3000 University Blvd)
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Hey Everyone: This was posted on the RGB Facebook page, but here goes: Plan to attend a gtg at Eudora in Kettering, OH on Saturday February 3, 2024. Plenty of beers, ales and wine will be available plus they have good food there too. I will be there from 4:30PM until whenever. It will coincide with my one-year anniversary of retirement. YAY. We have spare bedrooms at my place if you need a place to rest overnight!
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Time to clean up the garage. Early saddlebrown passenger seat in reasonable condition, some wear & tear on vinyl. Please see pictures for details. Note the left and right mechanisms. I can take additional pictures upon request. Asking price $125 for seat + $25 for seat rails, if needed. Shipping on buyers expense and happy to work out the most economical shipping option for you. Thanks for looking JP
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1974 02 Sahara This car was abandoned in a yard for many many years and I managed to rescue it about a year ago. Its a complete car, straight body, rust in a few spots but i haven’t found anything severe. Solid floors, fenders, fire wall, rocker panels and rear strut mounts. The PO took apart the drive train so no motor or diff. However, i do have a 320i M10 and a 4sp transmission that can go with the car. Plus some other parts. I paid off registration and fees, only needs a vin verification so no title. I was hoping to turn this into my track car but I have college and another project taking all of my time. This one deserves to be saved, and needs a good home. Asking 4500 Located in Los Angeles. oscar DM me for more info, prefer in person visits/ negotiations
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Updated 2/23/24 Hi all, I need to make space in the shop, and these parts are the first to go. Most are late model parts with a few early model parts sprinkled in there. They are all driver quality, hence the driver quality prices. Some elbow grease would do them justice. Not looking to get top dollar, just looking to gain some space, so prices are OBO plus shipping. Thanks for looking! SOLD - Set of 5 hubcaps- $80 SOLD - Set of 3 hubcaps- $50 - Chrome quarter window trim- $40/piece or $130/set of 4 1 LEFT - Black quarter window mounting frames- $10/each - Set of door handles (not matching, no keys)- $50 SOLD - Front and rear early bumper brackets- $70 - Right side section of early long rear bumper- $40 - Tobacco rear armrests- $70 SOLD - Tobacco rear ashtray- $40 SOLD - Two rear ashtray inserts (no plastic surrounds)- free, just pay shipping - Four-spoke steering wheel- $50 SOLD - Center cover for three-spoke steering wheel- $20 - Early model chrome handbrake- $30 - Handbrake cover- $10 - Instrument cluster (speedo, odometer, tach inop, but good condition body)- $60 SOLD - Black shift knob- $20 SOLD - Choke cable w/ knob- $20 SOLD - Early model dash controls (3)- $70 total - Late model dash controls- $30/each - Dash sliders (not pictured)- $60/set 1 LEFT - Late model fog light dead switches- $10/each SOLD - B-pillar handle- $20 - Heater box sliders- $10/each 1 LEFT- Late model wiper stalks- $40/each - Dash defrost vent (screw tab is not broken)- $20 - Black quarter window latches- $50 - Various door mechanisms- $10/each - Horn rings- $5/each - Driver’s seat adjuster- $20 1-2 LEFT - Trunk latch- $20 1 SOLD - Trunk evap canister- $10/each 1 SET SOLD - Trunk hinges- $20/set - Late model LH grille- $20 - Downpipe- $30 - Marine blue rear panels- $70
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Hey fellow 2002 fans. We (my shop and I) have decided to build a pretty wild BMW 2002. We are starting with a not super clean 1972 (non Tii) model. Car had likely rolled the ODO once, as the seats/pedals/steering wheel showed very little wear for a 2xx,xxx mile car. Looked more like 1xx,xxx to me. We are holding the details a little close and dropping them in our build videos on YouTube. So far we have released the first 2 videos. We gutted the car and diagnosed the rust on it. It is a little heavy in the driver's floor and driver's rocker, but the battery area is surprisingly clean. We will be repairing all the rust of course. This car had been wrecked a few times and had a LOT of lead and bondo nearly everywhere (the hood is incredibly clean, as is the roof). Build Details released so far: Body/Chassis: 1972 BMW 2002 - This will be a widebody build Suspension: E46 based subframes and arms Coilovers: WAY newer than E46, check out episode 2! Braking system: Giant track worthy setup, NOT made by BMW. Watch our build series for the reveal. Engine: TBA (likely episode 4 or 5, it will be over 300 whp) Transmission: TBA (likely episode 3, 5 or 6 speed manual, baby!) Differential: TBA (likely episode 4 or 5) Target budget: $10,000 goal all-in including safety equipment and vehicle purchase! If you want to support the build, there are 2 ways: 1. Watch our YouTube videos all the way through and leave a comment and a thumbs up! 2. If you are looking for E10 parts, we have some parts for sale. I will make a post about them soon! This build will take over a year and will be a road-worthy car that is definitely track focused with sanctioning rules met (full cage, fire suppression, fuel cell, etc). Also, I know these aren't officially an "E10" chassis. That is a common nickname, and we are using it Video 1: Teardown and engine revival attempt. The engine is worth way more running... but can we get there without investing too much time and money to make it worth it?! Watch to find out. Video 2: Front suspension fabrication and layout. We reveal the wheel and tire setup (though we don't actually say the size... they are 275 wide!). We also discover an issue with our front suspension design and pledge to correct it in episode 3. We also cut a few more sections of sheet metal out of the car and drop the E10 rear subframe out.
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"The BMW 2002 US VIN 2588760 was manufactured on February 20th, 1973 and delivered on February 28th, 1973 to the BMW importer Hoffman Motors Corp. in New York City. The original colour was Sahara, paint code 006." Obviously, I have had a lot of fun with this 02 since purchasing it during the summer of 2017. Thank you, Andrew Ganz, for selling me this ultimate driving machine. It's come a long way since it was sold new in Austin, TX.
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Here is a video of me trying to problem solve the issue. Lmk if I need to post this somewhere else. Newbie here
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What’s this? A three-box tintop in SUPERCAR CLASSICS? Surely a 2.0litre saloon that’s tame to the point of timidity throughout much of its engine's rev range has no place here. Why, we were overtaken by a Sierra 1600 which caught us languishing off boost, the engine lagging lethargically as the turbo gathered momentum. This, a supercar? Visually, it shapes up no better, this modest Bavarian brick. It is blocky, and so symmetrical, rear window mirroring the screen in size and rake, that you could mistake the front for the back. Sleek it is not As it is, the lofty slab-like snout, its height exacerbated by a deep airdam which threatens to gouge cats’ eyes, makes the tail look unnaturally low. There’s no mistaking Europe's first production turbo for the lesser BMW 2002Tii that sired it. Early cars had reversed ‘2002 Turbo’ lettering scripted on the bumperless front, acting, ambulance-style, as a ‘move-over’ command in other people’s mirrors. BMW was pasted for this provocative gimmick and quickly erased it. Even so, plastic addenda draw rather more attention to the car than to its modern M3 counterpart, especially when it’s highlighted by BMW Motorsport’s red, blue and purple transfers. There’s nothing subtle about the way the blown 2002 shouts its performance pretensions. Apart from the bitumen-brushing plastic bib, there's a ducktail spoiler on the boot lid and haunch-fattening screw-on wheel-arch extensions that make the standard 185/70 Michelins look a bit puny. Despite the humdrum shape and the low-end languor, it’s raw, neck-jerking speed that qualifies this rare tearaway for the junior ranks of the supercar league Properly wound up, BMW’s blown lightweight has a scorching performance that impresses even now. In its day, back in the early 1970s, it was truly amazing. Flash decoration singles the car out as boy racer, which makes its easy humiliation all the more galling. The throttle was a down in third, the tacho needle sweeps through the threes, when the Sierra pulled out and overtook. We were neither racing nor baiting, of course, but the incident served to underline the dynamic shortcomings of a car that is dazzlingly quick if you put real effort into driving it. No other performance 2.0litre would have succumbed under similar circumstances. Its sohc injected engine, forerunner of the modern BMW mill, pulls sweetly, cleanly, smoothly in the bottom half of its rev range, but without vigour. Off boost, it feels more like a fairly tame unblown 1500. Ambling in traffic, the engine is not only pleasantly quiet and docile but free of any high- performance temperament, making it as suitable for urban commuting as any reps' runabout. More readily than most dual personality cars it calls to mind RL Stevenson's The Strange Case of Dr Jekyll and Mr Hyde. Strange indeed. Even as the turbine accelerates, its distinctive high-pitched hiss rising as the tacho needle climbs, there is nothing to suggest that a violent storm is about to terminate the lull. Although the blower sings stridently at two-five, three, three-five, four, there’s no cause for excitement, nothing to indicate imminent wallop. It's not until the revs hit the four-two mark that the cylinders start inhaling enough invigorating oxygen to give real energy. Over the next 600rpm, up to around four-eight, the doughty engine erupts into a raging powerhouse. Decorous pick-up burgeons into frenzied acceleration. It is violent enough to bring astonished expletives from the lips of passengers. It feels more like 250bhp than 170. No modern GTi or GTE could live with an on-song Tii Turbo once the boost needle has edged from the gauge’s long white sector into the green band. Fifteen years have elapsed since the car’s manufacture in 1973, but the production version of BMW's group 5 racer is still formidably quick, even by late '80s benchmarks. What has dramatically changed since the archetypal all-or- nothing Turbo hit the road is (among other things) the use of electronic management systems to spread the power more evenly from a lower base. The turbocharger would never have caught on if delivery had remained as top-ended or lag so frustratingly assertive as this BMW's. The problem with the Tii Turbo is that its frenzy is not casually tapped. You have to work hard to keep the turbo spinning effectively, which means early downshifting and urgent revving that can become quite wearing unless you’re keyed up for seriously quick motoring. Relax, let the revs tail away, and the power fades. On the sort of give- and-take high-hedged Sussex rurals we were negotiating at the time, I frequently gave in to the engine’s demanding delivery and settled for an easier, more relaxing gait. You need space and open roads properly to give this car its head. Then it really flies. Four widely spaced gear ratios, tallish in third and fourth, exacerbate the throttle lag problem. Owner Tim Hignett, who has put together a fine collection of BMWs in the 19years he’s been selling them from L and C Auto Services Ltd of Royal Tunbridge Wells, is on the lookout for a five-speed Getrag gearbox that BMW offered as an option on the 2002 Tii and Turbo. Four speeds, which give intermediate maxima at 6400rpm of 34, 62 and 98mph, are not really enough for a car which has such a narrow effective power band, at its fierce best between 4300 and 6400rpm. Spin the engine in first to the maximum recommended continuous speed of 6000rpm, and the revs drop to 3300 in second - well below effective boost. First gear in the five-speeder, which has maxima of 37, 60, 80 and 102mph (top gives the same 130mph) is taller and much closer to second, allowing you to keep the engine spinning in the meaty part of the power band. The 1602 was launched in '66 as a classy, 85bhp 1600 lightweight. More powerful variants quickly followed, beginning with a 1.8, then a 2.0 (the 2002), and 1969’s 130bhp 2002Tii, using Kugelfischer fuel injection and uprated sports suspension. The subsequent Turbo, announced at the Frankfurt show in September 73, was not the world's first turbocharged production car: Chevrolet and Oldsmobile introduced the Corvair and Jetfire before BMW. The 2002 Turbo was not really a homologation special. The blown racer, which had around 280bhp, arrived earlier, winning its - and a turbo saloon's - first race in '69. More victories and the European touring car championship followed that year (against Porsche 911 opposition) before the factory withdrew from racing. When it resumed competition activities in 73, the 3.0CSL coupe, spear-headed the attack. Hignett refutes the suggestion that poor reliability killed the Turbo, axed after a production run of just 10 months. His own car, acquired as a trade-in and subsequently restored to a very high standard in his own L and C workshops, has had no major engine work after 56,000miles. The 74 fuel crisis killed the Turbo. In the period spanning the late ’60s, and early 70s, BMW’s small saloons consolidated the company’s product-led recovery that the 1500 middleweight (later the 1600, 1800 and 2000) had started at the beginning of the swinging decade The 2002 is a neat two-door car which has an unusually light and airy cabin served by big, slim-pillared windows and a capacious boot. If there’s another tin-top offering better panoramic visibility than this, i can’t think what it is. No modern counterpart gets close. GM's high-performance GTE 16V - in real money, half the price of 1973’s blown BMW - makes an interesting comparison. One-and-a-half decades on, the 134mph GTE, its unblown 16-valve engine yielding 156bhp, will only just outpace the 2002 Turbo by dint of superior streamlining. The 170bhp eight-valve force-fed BM has better all-out acceleration, its 0-60mph time of 6.8sec giving it a one-second advantage in the yardstick dash, but the Astra's vivid low- rev torque and sharp throttle response make its potency much easier to tap and exploit. The BMW's bolstered Rentrop buckets are deeper and more embracing than the wide-backed seats of lesser models in this BMW series. Unusually long runners make the odd but comfortable high-wheel driving position particularly suitable for tall, long- limbed people: a seven-foot beanpole could stretch out in comfort here. Interior width is not so generous in the narrow, simply trimmed cabin, which is bereft of cosmetic decoration. It was the absence of any ducted ventilation (this, years after Ford had pioneered the swiveling eyeball) that made us uncomfortable, as the glasshouse cabin gets very hot and stuffy without open windows. Seats apart, the Turbo is distinguished inside by its red-backed instrument cluster, special steering wheel and angled boost gauge which is paired centrally with the clock. All the Turbos - 1672 of them - had left-hand drive and floor-hinged pedals (they were pendant-pivotted in right-handed 2002s) which are not ideal for fancy heel- and-toe footwork. If not perfectly placed, the controls of Hignett's car were crisp and responsive, indicating first-class preparation. Suspension is firm to the point of being harsh and knobbly, especially around town. The trade-off from that is reassuring, low-roll handling that wouldn't disgrace a modern car. Steering is light, if not particularly sharp or precise, least of all when deviating from the straight: worm and roller is no substitute for rack and pinion. Even so, the Turbo feels taut, chuckable, nicely balanced. It reminded me of the marvelously forgiving opposite-lock behaviour of the 2002Tii I once raced. Hignett had warned that the Turbo steps sideways very abruptly in the wet if the power comes in halfway through a bend. On dry roads, the transition from slow to go, easily tamed by feathering the throttle, was never an embarrassment and called for no special care. A limited-slip diff, having 40percent lock-up, helps get the power down. Fifteen years ago, the £4221 Turbo was very expensive for a performance lightweight of humdrum origins. In today's money, that's roughly the same as the £32,550 M3 costs now. Just to get things into perspective, you could buy a V12 E-type for 2002 Turbo money in 1973. Now, allowing for inflation, the Jaguar is worth about the same in real terms, the BMW less than half as much. Hignett reckons £10,000 would be the top whack for a car as good as his. SIDEBAR ------- DESIGN. ENGINEERING The production blower was the least powerful of the three 2002-based turbos that BMW made In the late 1960s and early 1970s. The first - the group 5 racer - was hurriedly developed in the winter of ’68 by engineering chief Alex von Falkenhausen. It lifted output of the normally aspirated competition 2002 Til from 210bhp to around the 280bhp mark. Having neither Intercooler nor sophisticated management system, the detonation-prone engine was initially troublesome and unreliable, though BMW did eventually hone it into a winner on the track. The second was the two-off ESV concept car which BMW used for some effective flag-waving at the ’72 Munich Olympics. Here the engine, detuned to 200bhp, was mounted transversely amidships In a sleek Paul Bracq- designed plastic-bodied two-seater that inspired the later M1. The production 2002 Turbo, launched the following year, had the same over-square (89 x 80mm) 1990cc dimensions as BMW's previous blowers, but, after further detuning, its low compression slant-four sohc engine yielded 170bhp at5800rpm on mechanical Kugelfischer fuel injection. Torque peaked at 4000 rpm. By modern standards, it was a very basic turbo installation: compressed air from the exhaust-driven KKK blower was delivered straight to the inlet manifold via a pressure control valve (we didn’t have the snappy word waste¬gate in those days). The suspension - MacPherson struts up front, semi-trailing arms behind, with anti-roll bars at both ends and Bilstein damper control - was stiffened ail round. Wider wheels carried larger 185- section tyres (the lesser Tii wore 165s) and the front disc brakes had competition-style four-pot calipers. View full article
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Duel Personality - 2002 turbo - SuperCar Classics Jan 1989
dlacey posted a article in History and Reference
What’s this? A three-box tintop in SUPERCAR CLASSICS? Surely a 2.0litre saloon that’s tame to the point of timidity throughout much of its engine's rev range has no place here. Why, we were overtaken by a Sierra 1600 which caught us languishing off boost, the engine lagging lethargically as the turbo gathered momentum. This, a supercar? Visually, it shapes up no better, this modest Bavarian brick. It is blocky, and so symmetrical, rear window mirroring the screen in size and rake, that you could mistake the front for the back. Sleek it is not As it is, the lofty slab-like snout, its height exacerbated by a deep airdam which threatens to gouge cats’ eyes, makes the tail look unnaturally low. There’s no mistaking Europe's first production turbo for the lesser BMW 2002Tii that sired it. Early cars had reversed ‘2002 Turbo’ lettering scripted on the bumperless front, acting, ambulance-style, as a ‘move-over’ command in other people’s mirrors. BMW was pasted for this provocative gimmick and quickly erased it. Even so, plastic addenda draw rather more attention to the car than to its modern M3 counterpart, especially when it’s highlighted by BMW Motorsport’s red, blue and purple transfers. There’s nothing subtle about the way the blown 2002 shouts its performance pretensions. Apart from the bitumen-brushing plastic bib, there's a ducktail spoiler on the boot lid and haunch-fattening screw-on wheel-arch extensions that make the standard 185/70 Michelins look a bit puny. Despite the humdrum shape and the low-end languor, it’s raw, neck-jerking speed that qualifies this rare tearaway for the junior ranks of the supercar league Properly wound up, BMW’s blown lightweight has a scorching performance that impresses even now. In its day, back in the early 1970s, it was truly amazing. Flash decoration singles the car out as boy racer, which makes its easy humiliation all the more galling. The throttle was a down in third, the tacho needle sweeps through the threes, when the Sierra pulled out and overtook. We were neither racing nor baiting, of course, but the incident served to underline the dynamic shortcomings of a car that is dazzlingly quick if you put real effort into driving it. No other performance 2.0litre would have succumbed under similar circumstances. Its sohc injected engine, forerunner of the modern BMW mill, pulls sweetly, cleanly, smoothly in the bottom half of its rev range, but without vigour. Off boost, it feels more like a fairly tame unblown 1500. Ambling in traffic, the engine is not only pleasantly quiet and docile but free of any high- performance temperament, making it as suitable for urban commuting as any reps' runabout. More readily than most dual personality cars it calls to mind RL Stevenson's The Strange Case of Dr Jekyll and Mr Hyde. Strange indeed. Even as the turbine accelerates, its distinctive high-pitched hiss rising as the tacho needle climbs, there is nothing to suggest that a violent storm is about to terminate the lull. Although the blower sings stridently at two-five, three, three-five, four, there’s no cause for excitement, nothing to indicate imminent wallop. It's not until the revs hit the four-two mark that the cylinders start inhaling enough invigorating oxygen to give real energy. Over the next 600rpm, up to around four-eight, the doughty engine erupts into a raging powerhouse. Decorous pick-up burgeons into frenzied acceleration. It is violent enough to bring astonished expletives from the lips of passengers. It feels more like 250bhp than 170. No modern GTi or GTE could live with an on-song Tii Turbo once the boost needle has edged from the gauge’s long white sector into the green band. Fifteen years have elapsed since the car’s manufacture in 1973, but the production version of BMW's group 5 racer is still formidably quick, even by late '80s benchmarks. What has dramatically changed since the archetypal all-or- nothing Turbo hit the road is (among other things) the use of electronic management systems to spread the power more evenly from a lower base. The turbocharger would never have caught on if delivery had remained as top-ended or lag so frustratingly assertive as this BMW's. The problem with the Tii Turbo is that its frenzy is not casually tapped. You have to work hard to keep the turbo spinning effectively, which means early downshifting and urgent revving that can become quite wearing unless you’re keyed up for seriously quick motoring. Relax, let the revs tail away, and the power fades. On the sort of give- and-take high-hedged Sussex rurals we were negotiating at the time, I frequently gave in to the engine’s demanding delivery and settled for an easier, more relaxing gait. You need space and open roads properly to give this car its head. Then it really flies. Four widely spaced gear ratios, tallish in third and fourth, exacerbate the throttle lag problem. Owner Tim Hignett, who has put together a fine collection of BMWs in the 19years he’s been selling them from L and C Auto Services Ltd of Royal Tunbridge Wells, is on the lookout for a five-speed Getrag gearbox that BMW offered as an option on the 2002 Tii and Turbo. Four speeds, which give intermediate maxima at 6400rpm of 34, 62 and 98mph, are not really enough for a car which has such a narrow effective power band, at its fierce best between 4300 and 6400rpm. Spin the engine in first to the maximum recommended continuous speed of 6000rpm, and the revs drop to 3300 in second - well below effective boost. First gear in the five-speeder, which has maxima of 37, 60, 80 and 102mph (top gives the same 130mph) is taller and much closer to second, allowing you to keep the engine spinning in the meaty part of the power band. The 1602 was launched in '66 as a classy, 85bhp 1600 lightweight. More powerful variants quickly followed, beginning with a 1.8, then a 2.0 (the 2002), and 1969’s 130bhp 2002Tii, using Kugelfischer fuel injection and uprated sports suspension. The subsequent Turbo, announced at the Frankfurt show in September 73, was not the world's first turbocharged production car: Chevrolet and Oldsmobile introduced the Corvair and Jetfire before BMW. The 2002 Turbo was not really a homologation special. The blown racer, which had around 280bhp, arrived earlier, winning its - and a turbo saloon's - first race in '69. More victories and the European touring car championship followed that year (against Porsche 911 opposition) before the factory withdrew from racing. When it resumed competition activities in 73, the 3.0CSL coupe, spear-headed the attack. Hignett refutes the suggestion that poor reliability killed the Turbo, axed after a production run of just 10 months. His own car, acquired as a trade-in and subsequently restored to a very high standard in his own L and C workshops, has had no major engine work after 56,000miles. The 74 fuel crisis killed the Turbo. In the period spanning the late ’60s, and early 70s, BMW’s small saloons consolidated the company’s product-led recovery that the 1500 middleweight (later the 1600, 1800 and 2000) had started at the beginning of the swinging decade The 2002 is a neat two-door car which has an unusually light and airy cabin served by big, slim-pillared windows and a capacious boot. If there’s another tin-top offering better panoramic visibility than this, i can’t think what it is. No modern counterpart gets close. GM's high-performance GTE 16V - in real money, half the price of 1973’s blown BMW - makes an interesting comparison. One-and-a-half decades on, the 134mph GTE, its unblown 16-valve engine yielding 156bhp, will only just outpace the 2002 Turbo by dint of superior streamlining. The 170bhp eight-valve force-fed BM has better all-out acceleration, its 0-60mph time of 6.8sec giving it a one-second advantage in the yardstick dash, but the Astra's vivid low- rev torque and sharp throttle response make its potency much easier to tap and exploit. The BMW's bolstered Rentrop buckets are deeper and more embracing than the wide-backed seats of lesser models in this BMW series. Unusually long runners make the odd but comfortable high-wheel driving position particularly suitable for tall, long- limbed people: a seven-foot beanpole could stretch out in comfort here. Interior width is not so generous in the narrow, simply trimmed cabin, which is bereft of cosmetic decoration. It was the absence of any ducted ventilation (this, years after Ford had pioneered the swiveling eyeball) that made us uncomfortable, as the glasshouse cabin gets very hot and stuffy without open windows. Seats apart, the Turbo is distinguished inside by its red-backed instrument cluster, special steering wheel and angled boost gauge which is paired centrally with the clock. All the Turbos - 1672 of them - had left-hand drive and floor-hinged pedals (they were pendant-pivotted in right-handed 2002s) which are not ideal for fancy heel- and-toe footwork. If not perfectly placed, the controls of Hignett's car were crisp and responsive, indicating first-class preparation. Suspension is firm to the point of being harsh and knobbly, especially around town. The trade-off from that is reassuring, low-roll handling that wouldn't disgrace a modern car. Steering is light, if not particularly sharp or precise, least of all when deviating from the straight: worm and roller is no substitute for rack and pinion. Even so, the Turbo feels taut, chuckable, nicely balanced. It reminded me of the marvelously forgiving opposite-lock behaviour of the 2002Tii I once raced. Hignett had warned that the Turbo steps sideways very abruptly in the wet if the power comes in halfway through a bend. On dry roads, the transition from slow to go, easily tamed by feathering the throttle, was never an embarrassment and called for no special care. A limited-slip diff, having 40percent lock-up, helps get the power down. Fifteen years ago, the £4221 Turbo was very expensive for a performance lightweight of humdrum origins. In today's money, that's roughly the same as the £32,550 M3 costs now. Just to get things into perspective, you could buy a V12 E-type for 2002 Turbo money in 1973. Now, allowing for inflation, the Jaguar is worth about the same in real terms, the BMW less than half as much. Hignett reckons £10,000 would be the top whack for a car as good as his. SIDEBAR ------- DESIGN. ENGINEERING The production blower was the least powerful of the three 2002-based turbos that BMW made In the late 1960s and early 1970s. The first - the group 5 racer - was hurriedly developed in the winter of ’68 by engineering chief Alex von Falkenhausen. It lifted output of the normally aspirated competition 2002 Til from 210bhp to around the 280bhp mark. Having neither Intercooler nor sophisticated management system, the detonation-prone engine was initially troublesome and unreliable, though BMW did eventually hone it into a winner on the track. The second was the two-off ESV concept car which BMW used for some effective flag-waving at the ’72 Munich Olympics. Here the engine, detuned to 200bhp, was mounted transversely amidships In a sleek Paul Bracq- designed plastic-bodied two-seater that inspired the later M1. The production 2002 Turbo, launched the following year, had the same over-square (89 x 80mm) 1990cc dimensions as BMW's previous blowers, but, after further detuning, its low compression slant-four sohc engine yielded 170bhp at5800rpm on mechanical Kugelfischer fuel injection. Torque peaked at 4000 rpm. By modern standards, it was a very basic turbo installation: compressed air from the exhaust-driven KKK blower was delivered straight to the inlet manifold via a pressure control valve (we didn’t have the snappy word waste¬gate in those days). The suspension - MacPherson struts up front, semi-trailing arms behind, with anti-roll bars at both ends and Bilstein damper control - was stiffened ail round. Wider wheels carried larger 185- section tyres (the lesser Tii wore 165s) and the front disc brakes had competition-style four-pot calipers. -
From Terry Saythers Collection! This is a 1976 2002 with an S52 motor from a 99 E36 M3 New Orange Paint, black turbo flares, new ABS front air dam New trunk and door seals, underhood insulation, Interstate battery, new dash cover, both door stops, front and rear Bilsteins, upper strut mounts, Rebuilt front calipers, new brake hoses, e30 rear disc brakes—new calipers and pads New aftermarket front sport seats, reupholstered rear seat Rebuilt S52 engine from ’99 M3—new timing chains, all gaskets and seals, standard rod and main bearings, head bolts, timing chain tensioner rails, 0.20mm oversized pistons, oil pump chain, rod and main cap bolts. Also fresh valve job, polished crank, reconditioned rods, bored block. Jake at Classic Daily supplied the Conversion kit—wiring, mounts, and huge radiator. He also provided the e30 rear axle and brake conversion kit. Jake’s support was invaluable. New thermostat, water pump, knock sensors, plugs, air boot. New clutch slave, flex disc, center bearing, clutch and flywheel, clutch hose, cooling fans, electric fuel pump, fuel pressure regulator, fuel filter, battery cable, strut brace, battery box, expansion tank, air filter. New electric speedometer kit. New rear wheel bearings, rear subframe mounts, rear pads and rotors, handbrake parts. New exhaust system, Panasport wheels are 14×7 with Nitto tires Asking $75,000 or best offer If you have an questions please feel free to ask! Check out more cars and parts at Tsayther.com!
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Originally picked up from a collector in Monterey, this was going to be my project car until life got in the way. Bimmer has been covered ever since it got here. Excellent condition for the year that it is. It’s a great project car, and the year qualifies it for non-smog, a car builders dream here in Cali. No structural rust at all, but there are two little beauty marks on the quarter panel. Feel free to ask questions or pictures of specific areas of the car. I have a whole bunch of parts including a lot of suspension, subframe, dash, seats etc. that will be added onto the price. Email: owenstew7@gmail.com IF YOU’RE WONDERING ABOUT THE DMV FEES, I ALREADY CHECKED AND CAN TELL YOU. EMAIL ME IF YOU ARE INTERESTED
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I am looking to get my 1974 2002 M10 rebuilt in Southern California. I live in San Diego. I was looking at Ireland Engineering but they don't appear to have full rebuilds anymore. I saw an ad for SISEBMW in Hollywood. They say they can rebuild it in 7 days for $3800 or swap me a rebuild in the same day. This is a basic rebuild... valve job, rings, rod bushing, rod bearings, main bearings, seals and gaskets, water pump, timing chain with guide kit, rebuild oil pump. Does anyone have any experience with this shop or can recommend a shop. My car is a daily driver so doesn't need to break any land speed records. I want to make sure it is done right. I do most things myself but don't have the time for an engine rebuild.
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Two black cats on the bumper and this guy in my car... must be close to Halloween!
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Hey everyone. So I have a really weird question and I’m not sure where to put it so that’s why I put it here. There’s a seller on Facebook who seems to have lots of 02 parts. But they are in Braga Portugal and there prices are really high. I don’t know if anyone has bought from them before or if I should even consider doing business with them. Here’s some of their listings but I’m just not sure what to do as I don’t want to be scammed and also don’t want a part that won’t work for my car. I already had a part I bought off of Facebook come from out of county that doesn’t fit my car.
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I just acquired at 76 2002, what should I do first?
2002kid posted a topic in BMW 2002 and other '02
Hello all! This is my first post on here and I hope that you guys can help me bring this car back to life over the summer. I'm 18 and a freshman at msu, my dad has had this car for years, he did some engine work to it and it runs well but that is pretty much it. It needs a good amount of body work and interior work as there was a leak and the carpet is toast. What should I do first? I'm getting it registered soon so I can start to atleast drive it and get a feel for the car, but how should I go about restoring the exterior, it has all the trim and there isn't any rot from what I can see. Should I just strip the car now and paint it, or get it mechanically perfect first? Thanks alot, Jaden. (I also added some photos of the red 74 that my dad is fixing up) -
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Hello, i’m looking to buy a late model 2002 pedal box.