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    • steve k.

      Introducing FAQ Memberships   04/17/2017

      I would like to introduce everyone to the FAQ memberships. A fun way to fund the site and to contribute for those who are interested.    Everyone starts as a Solex Member.  This membership is free and not much visible is changing (I limited the personal message storage to 150).   Kugelfischer membership.  As a reward for your donation of $20.02 per year, you will not see any external advertisements, the site will look cleaner and run a bit faster. You will also get a couple of BMW 2002 FAQ Stickers.   Turbo Membership.  As a reward for your donation of $50.02, you will not see any external advertisements, the site will look cleaner and run a bit faster.  You will also get unlimited Personal Message storage, ability to create Private and Restricted Photo Albums. You will also get a couple of BMW 2002 FAQ Stickers and a Bottle Opener.   Alpina Membership.  As a reward for your donation of $100.02 per year, you will not see any external advertisements, the site will look cleaner and run a bit faster.  You will also get unlimited Personal Message storage, ability to create Private and Restricted Photo Albums, and an ability to upload Movies to the gallery. You will also get a couple of BMW 2002 FAQ Stickers, a Bottle Opener, and discounts on our accessories at the store.   There is also a fancy title that comes with each membership.  

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Showing content with the highest reputation since 10/24/2017 in all areas

  1. 13 points
    A huge thank you to John, Jeff, and all the volunteers (Pierre, etc.) that make this show possible. We are very grateful for your efforts. This year's show was one of, if not, the best yet. The weather was perfect, the variety of cars was more apparent than ever before. The following pictures are FAR from an accurate representation of scale of the show, hopefully you enjoy them nonetheless. Got up early and picked up my drive for the event, a slick little E28 535i. IMG_4123 Met up with 2man from R3V, grabbed some coffee, and headed up the 405. IMG_4046 IMG_4048 Very cool to see the variety this year. IMG_4056 Jeff Caplan of Odometer Gears brought out his recently near-finished 6-year-project E12 (sporting throttle bodies, a healthy turbo, mil-spec wiring and so much more). Ireland Engineering was out en force with Jeff, Andrew, Jorge, and Sakif. Ken from VintageBMWRacing brought out an M10 on an engine dyno, pretty fun to see it fire up right there. IMG_4029 Matt Rhose and his crew from Ronin Autowerks brought out a few of their 2002 racers and restomods. IMG_4028 IMG_4038 IMG_4032 Jack Fahuna brought this neat M20'02. Digging that header setup... ALOT IMG_4049 Neat to see the guys from BAT come out as well. IMG_4096 IMG_4027 Couple cool NK's IMG_4026 Awesome Coupe sporting a stroker M30 running megasquirt. This thing was beautiful. IMG_4024 IMG_4025 Another beautiful car, this Taiga Green Bavaria was stunning. Rey really knocked it out on this one. IMG_4023 Always happy to see the proper use of "there they're their". IMG_4020 IMG_3999 Hard to believe Andrew's M20'02 was built a decade ago already. IMG_4018 IMG_4017 IMG_4021 IMG_4015 Finally got to see Tony's new version of his M20'02 beast. IMG_4005 I talked quite a bit, and as a result didn't get many pictures during the peak hours of the show. However, being around at the end afforded some really fun picture options. IMG_4115 IMG_4112 Quick excuse to get my ride for the day in here. It drove great, a sweet-heart of an E28. IMG_4109 IMG_4106 There were quite a few interesting non-bmw cars worth mentioning as well. IMG_4104 Jan's S14-02 and Mr. Huff's Neue Klasse. IMG_4101 IMG_4093 IMG_4087 Very commendable that Mike, Emily, and Andrew booked it back from SEMA in time to come out with the E28 Parts Car with its new livery. IMG_4077 IMG_4076 IMG_4072 IMG_4070 IMG_4069 IMG_4064 Jesus found this hood neglected in a yard a couple years back and had it hiding in his garage. On Thursday he decided this was the year, and rocked it on his Alpina E12. Her name is Lola. IMG_4061 Mr. Tom Jones rummaging in the back of the very same car he learned to drive stick on (it's still even running the same clutch). IMG_4059 Dan Melcher's F20'02 interior, in all its ostrich-leather glory. Awesome. IMG_4057 Lovely traffic on the way home (happens every year). IMG_4117 It was a great way to spend the Saturday. -Andrew View full article
  2. 10 points
    A few before/during and after pictures of the repair on my A pillar. Quite rusty, although the inside of the a pillar was still very nice. Also the inside of the inner fender was still nice and solid with very little rust. After cutting the rot out, sandblasting, rust treatment and 2k epoxy New W&N panel welded in Strut support piece removed, this gave better access to the flange of the firewall. After some more sandblasting and treatment New pieces welded in Lower section of the flange removed And finally the support piece plug welded back into place
  3. 9 points
    The 24 Heures du Mans For many car builders the 24 Hours of LeMans endurance race is the ultimate test of performance, reliability, driver skill and pit stop strategy. Organized by the Automobile Club de L'ouest, it has been held at the Circuit de la Sarthe in LeMans, France since 1923. BMW first entered the race in 1937 with a single 328 roadster with a 2 liter straight six. Disappointingly, it only completed 8 laps. Lessons learned, the proud Bavarians returned in 1939, the last running of the race before the outbreak of WWII. This time they brought a team of three 328s, two roadsters and one aerodynamic 'touring coupe'. They swept the 2 liter class, taking first, second and third. The team celebrates its 1939 sweep. The 'touring coupe' took first in class after 236 laps. Roadsters finished 2nd and 3rd. Fast-forward 33 years. In 1972 a 2800 CS was entered by the Freilassing, Bavaria based Schnitzer team. Even with experienced drivers Hans Heyer and René Herzog at the wheel, the CS failed to last 24 hours. This was the era of fierce track battles between BMW and the well-financed Capri RS teams of Ford of Germany. 1973 saw the BMW Motorsport team field three 3.0 CSLs against the Ford team of V6 powered RS Capris. At the end of a grueling race the BMW CSL of Hezemans and Quester emerged victorious in the 'Touring Special' (TS) class. The three Fords had all broken, but so did the other two CSLs. The Bavarian manufacturer repeated this feat for a second time in 1974. The CSL of French drivers Aubriet and Depine won the Touring class, outlasting the Shark Team Ford Capri of Guerie and Fornage. Both teams would be back the next year for a rematch. Which brings us to the year in question - 1975. Surprisingly, the one and only year when a BMW 2002 was entered at LeMans. The unsuccessful Team Schnitzer 2800 CS entry of 1972. The 1973 TS class winning 3.0 CSL of Hezemans and Quester on the crowded pit lane The 1974 CSL of Aubriet and Depine gave BMW its second TS class trophy. 1975: The 43rd running of the 24 Hours Sponsored by Gitanes cigarettes. Most of the 80,000 spectators got a free pack. BMW was eagerly anticipating a third consecutive Touring class victory. Aubriet and Depine were back in a powerful 3.5 liter 3.0 CSL, hoping lightning would strike twice for them at the revered 8.5 mile track. The second factory CSL was driven by American Sam Posey along with Frenchmen Hervé Poulin and Jean Guichet. It was the very first of BMW's legendary 'art cars'. It wore a vibrant primary color scheme designed by American abstract expressionist Alexander Calder. A third CSL to be driven by experienced 2002 driver Aime Dirand was officially entered but did not materialize. Instead, the third and final BMW entry into the Touring Special class was a privateer 2002ti. This unlikely and remarkable car was the culmination of effort by a driver from France, an engine builder from the tiny Principality of Liechtenstein, and a little help from a certain Bavarian factory in the form of a forgotten project. DANIEL BRILLAT Note the Heidegger and Kleber patches on Brillat's driving suit. The 2002's road to LeMans 1975 actually started in June of the previous year. In '74, Daniel Brillat, the lone French driver on a Swiss team, drove a tube frame Chevron B23/26 with a Ford Cosworth 1.8 liter 4 cylinder. Running 4:13 laps in the S 2.0 class, the Cosworth lost a piston ring and was a DNF. Brillat was born at the end of WWII in the village of Vieu, in the Rhone-Alpes region of France near the Swiss border. He may have been born in the crisp mountain air but he had gasoline in his blood. Like any French boy who loved cars, his dream was to win at LeMans. Justifiably disappointed with his '74 DNF, yet equally motivated, Brillat contacted an engine builder he had heard about in the town of Triesen, Liechtenstein. MAX HEIDEGGER The tiny Principality on the border of Switzerland was home to Max Heidegger BMW. Herr Heidegger built competition 2002s for hillclimbing and ferocious versions of the M10 engine for Formula 2 cars. Monsieur Brillat wanted one of Heidegger's potent and reliable F2 specification 1990cc motors for a car to contest the LeMans S 2.0 class. But what chassis to put it in? Heidegger and Brillat discussed the goals and financial limitations of the project. Brillat brought with him a useful sponsorship deal from French tire maker Kleber but not an unlimited budget. The tubular race chassis of the S 2.0 class were out of reach so the Touring Special class was considered. But TS was the domain of the six cylinder CSLs and Capris. Being a BMW dealer, Heidegger had heard through the grapevine of two factory 2002ti chassis fitted with M12 F2 specification engines. He put feelers out to Munich about a possible LeMans attempt with the venerable 4 cylinder. Combined with a stiffened, lightened 2002 shell, he thought it would be capable of being fast enough to qualify for the race and sturdy enough to run the full 24 hour gauntlet. The factory F2 prototypes featured very thirsty Kugelfischer injection. The factory had considered such an option but was focussing on the glamorous CSLs and their high-profile battle with Ford. But knowing Heidegger to be a loyal BMW representative, and a very serious builder of equally serious 2002s, they relented and sold him and Brillat one of their 2 prototypes. The abandoned project was dusted off and trucked the 150 miles to Liechtenstein. INTO THE WORKSHOP Heidegger completely stripped the factory car down to its individual components and rebuilt it to the strict ACO specifications. French sanctioning bodies love their rules and many cars have been disqualified from LeMans for not following them precisely. Max had ideas, borne from experience and ingenuity, of how to squeeze every performance efficiency from the BMW engine and chassis. With a full roll cage, chassis bracing and high capacity gas tanks installed the car had to meet a minimum weight requirement of 2200 pounds (1000 kilograms). Entrants were required to complete at least 20 laps (168 miles) between refueling stops. During pit stops and driver changes the engine had to be turned off and restarted under its own power. Heidegger relocated the alternator so it would be driven from the driveshaft, reducing load on the forged crank, high compression engine. Heidegger M10 F2 spec engine The expertly ported and polished cylinder head was topped with a ribbed aluminum valve cover proudly displaying the builder's name. Underneath, the revised cams worked in perfect unison with lightened, enlarged valves and springs. Intake came courtesy of dual Italian Dell'Orto side-draft carburetors mounted to custom cast manifolds. Ceramic coated tubular headers were smoothed and maximized in diameter for optimal flow of the spent racing fuel. All this effort resulted in 260 bhp at an 8500 rpm redline. 130 horsepower per liter, 2.1 bhp per cubic inch. Impressive, but could it keep spinning for 1440 relentless minutes? Given Heidegger's literal track record of reliable F2 engines the outlook was bright. Further tipping the scales in favor of success was the enthusiastic cooperation of Kleber tires. They found the ideal rubber for the 2002's wide magnesium ATS wheels, perfectly housed within handsome box-flared fenders. Extensive tire tests were conducted on Brillat's home turf of France. Daniel was immensely pleased with the outcome of Heidegger's and Kleber's tremendous work. Now to the task of assembling a capable team of endurance drivers to match the capabilities of the car. A TEAM OF DRIVERS 29 year old Frenchman Brillat picked a Swiss and an Italian to join him behind the wheel. Michel Degoumois was an aspiring 25 year old driver from Geneva, Switzerland. It would be his first appearance at LeMans. The third and final driver brought significantly more experience to the team. Achieving the dream of all Italian boys with motor oil in their veins, Giancarlo Gagliadi had raced for two prominent Ferrari endurance teams. By age 31 he had driven for both Scuderia Filipinetti and the famous N.A.R.T. (North American Racing Team) of Luigi Chinetti. Like Brillat, Gagliadi had suffered the indignity of a DNF at the '74 LeMans, but in his case with a Ferrari in the top S 3.0 class. Italian Giancarlo Gagliadi Swiss Michel Degoumois 4pm SATURDAY JUNE 14TH 65 cars had qualified for the race. The Heidegger 2002ti (assigned car #91) had qualified 65th with a lap time over the 8.47 mile (13,640 meter) course of 4 minutes and 47 seconds. An average qualifying speed of 106 mph (171 kph). Mishaps and mechanical failures during qualifying and practice resulted in only 55 cars making the actual starting grid that sunny Saturday afternoon. This still meant the 2002 started dubiously on the very last row. The BMW ti was alongside another Touring Special class entry, a lone Mazda RX3 (car #98). This twin-rotor Japanese Wankel wonder qualified three seconds faster than the BMW with a time of 4:44. It was driven by Frenchmen Claude Bouchet and Jean Rondeau. Rondeau was a very skilled driver and went on to build his own race cars. He won a stunning overall victory at LeMans in 1980, the only driver ever to win LeMans in a car of his own design and making. The potent Mazda of Bouchet and Rondeau started alongside the 2002 on the last row. There were three more Touring class entries far ahead of them. Fittingly, the fastest was the flashy 'art car' CSL (#93) which was an extraordinarily high 10th on the grid with a time of 4:06 and 124mph (200kph) average speed. The paint job must have been worth 100 extra horsepower. Calder would die just 5 months later knowing that he had created the fastest painting in the world. Second fastest TS car was the other CSL (#90) of defending class champions Aubriet and Depine. Painted in traditional BMW Motorsport livery it had a time of 4:19 and placed 27th on the grid. Although heavier than the 2002, the CSLs were rumored to be making an astounding 410bhp from their 3.5 liters. The third most rapid Touring car was the sole Ford entry. It was the V6 Capri RS of the returning Shark Team, who had lost a clutch after 16 hours of redline shifting the previous year. The Shark was out for BMW blood. Wearing number 95 it was lurking in the 16th row, 32nd on the grid with a time of 4:22. Lighter than the CSL the Ford's 2995cc V6 had been tweaked to make in excess of 320bhp. A production car among prototypes, an amazing 10th on the grid. The 2nd fastest TS car placed 27th on the grid. The only Ford Capri challenger started on the 16th row in the 32nd spot. Four other Touring cars were entered but failed to make the start: the #92 BMW CSL of Dirand, the two Ford Capris of Bodin (#95) and Bonnemaison (#96), and a second Mazda RX3 (#97) with an all-Japanese team of drivers. Of the 55 cars which made the thrilling standing start when the green flag dropped at 4pm, only five were competing for the coveted Touring Special class trophy. The next 24 unforgiving hours would decide their fate. THE RACE The drama and chaos of the standing start. The Touring class BMW art car is up front with the big boys. The 2002 is on the back row. After the pomp and ceremony of a dozen national anthems it was time for the rubber to meet the 13,640 meter road. Predictably, it wasn't long before the Heidegger 2002ti started getting lapped by the Team Gulf Mirages, Ligiers, Lolas, Porsches and Ferraris making up the 5 other classes of faster cars ( S 3.0, S 2.0, GT, GT Series, and GTX). Maintaining a competitive average speed and avoiding contact with faster cars as they passed took full concentration. What a sound the free-breathing BMW made going down the 6 kilometer, tree-lined back straight at 140mph. Even so, Brillat and his co drivers knew they lacked the top speed to match the six cylinder CSLs and solitary Capri RS. Their secret weapons would be reliability, consistency, and smooth, clean driving. The nimble ti keeps ahead of a Porsche 911 Carrera of the GT class. Just after 7pm, a mere 3 hours into the race, a lack of the aforementioned clean driving claimed the first Touring Special class victim. It was the #90 BMW CSL of defending TS champion Jean-Claude Aubriet. The accident left the driver unscathed, only a bruised ego, but the car could not be repaired within the ACO rules and was withdrawn. An hour later the next Touring car to drop out was the lone Ford Capri of Frenchmen Guerie and Fornage. Pushing too hard to match the pace of the BMW art car, the Ford's V6 let go. This marked the end of the Capri era at LeMans. The following year Porsche would become BMW's new arch rival. As 9pm approached the French summer sun disappeared beneath the horizon. 46 cars remained in the race. Three of those cars raced into the encroaching darkness hungry for Touring class glory. For the next few perilous, moonlit hours, yellow headlights ( as per French law) and driving lights illuminated the track and filled the mirrors of the Heidegger 2002. At 1 am on Sunday morning bad luck came calling again for BMW. The art car CSL was to become a casualty of its own blistering pace when a driveshaft CV joint disintegrated. Hopefully it didn't scratch the paint. Again, repairs could not be made in a timely manner and the car withdrew from its one and only race appearance. The priceless car was retired to the BMW museum. Now just 44 cars remained on track. This left the wankel-engined Mazda as the only challenger left standing between the BMW 2002 and victory in the Touring class. Sunrise would be in just a few hours at 4:45 am Paris time. LeMans is scheduled close to, and sometimes on, the summer solstice. This allows for the maximum amount of daylight driving hours. The car from the 'land of the rising sun' thought it would get to see the sunrise. However at 3am the unconventional motor of the RX3 seized. It would be another 16 years before Mazda would become the first and only rotary engine and first Japanese manufacturer to win overall at LeMans. The Heidegger 2002 had made it safely through the night and greeted the dawn as undisputed leader of the Touring Special class. Eleven hours to go. The night had taken a toll on the field, and of the 55 starters only 38 were still competing. The BMW may have had no direct competition left in TS but it was now racing, in a very real way, against the overall leading cars. This is where the ACO rulebook rears its ugly head. To be categorized as a finisher, a car must cover at least 70% of the distance attained by the overall winner. The lead Team Gulf cars had set a healthy pace with their Ford Cosworth V8s. The British-built Gulfs were already 50 laps ahead of the Heidegger 2002. There could be no letting up to preserve the engine. The BMW would have to maintain an aggressive pace to the very end to be categorized as a finisher. Over the remaining ten hours, the Gulfs and their main Ligier and Porsche competition continued to lap the nimble BMW relentlessly. Eventually the tally of passes made by the leading Team Gulf car was pushed to 85. As the BMW pressed on undeterred, cars in the faster classes continued to fall by the wayside. By 3pm on Sunday, with one hour to go, the field had been reduced to 30 tenacious survivors. An alarming attrition rate of almost 50%. The victorious Gulf Mirage of LeMans legends Derek Bell and Jacky Ickx would take the checkered flag for the overall win on their 336th lap. A distance of 4595 kilometers at an average speed of 191 kph. The Heidegger 2002 crossed the finish line at 4pm Sunday the 15th of June having put 251 laps under the belts of its Kleber tires. In total, 3430 kilometers at an average speed 143 kph. 214 kilometers over the 70% required to be officially classified as a LeMans finisher. The British Team Gulf takes the overall win. A French Ligier is second followed by the other Gulf Mirage GR8. The Heidegger team had done it. Not only was the 2002 certified as a finisher, it was proclaimed the winner of the Touring Special class, handing the title to BMW for the third consecutive year. The 2002's first and only appearance on the hallowed ground of the Circuit de la Sarthe had garnered the sought-after class victory. The champagne must have tasted sweet that Sunday afternoon. Daniel Brillat, Giancarlo Gagliadi and Michel Degoumois got the laurel wreaths, the trophy and their names forever on the honor roll of LeMans winners. What every French, Swiss and Italian boy dreams of. Michel drinks from a magnum, Daniel is in the hat and Giancarlo wears the light blue driving suit. They have been given swank new BMW Motorsports jackets from the factory reps. Hard-earned swag indeed. EPILOGUE Of the 55 cars that took the green flag, only 30 had what it took to go the distance. The first-in-class BMW 2002ti placed 27th overall, well ahead of 3 technically much faster cars; a Porsche 911 RSR, a Lola T292 and a March 75S. For 1976 BMW showed up with no less than 7 CSLs. They won the Touring Special class for an enviable fourth successive time with a 3.0CSL. A 3.5 liter CSL finished 4th in the new ‘Group 5’ category against a fleet of Porsche 911s. The 1976 TS class winner. 3.0 CSL driven by Ravenel. Daniel Brillat was associated with two teams in ’76. With Gagliardi he managed a Lola Ford Cosworth team. It won the S 2.0 class. With Michel Degoumois he actually drove in the same S 2.0 class with a Swiss-made Cheetah G601. It withdrew due to a bad CV joint. That was a real shame because the engine was a jewel-like beauty: a BMW M12 1999cc F2 motor. Brillat would return with the Cheetah chassis in 1979, this time with an ill-fated Chrysler/Simca engine. Heidegger went on to even greater fame as a BMW F2 and F1 engine builder par excellence. Unlike the #93 Calder art car CSL, which ended up in a museum, the #91 Heidegger car was eventually parted out for other projects and the body shell was ignominiously scrapped. The sister prototype car from the factory was sold to in-house driver Achim Warmbold and rallied with a M12 fed by Kugelfischer injection. Fortunately it was spared a visit to the wrecking yard crusher, instead spending 20 years in an Irish barn. Thankfully that car survives to this day, as does Heidegger's BMW dealership and tuning shop. You can still visit Max in picturesque, tiny Liechtenstein. Small and beautiful, just like the 2002. And never to be underestimated. The other factory prototype in KWS Grain Co. / Radio Luxembourg livery. Note the same ATS magnesium wheels. It was last sold in 2015 for $160,000. PHOTO GALLERY Sponsors include Marchal, Bosch, Bilstein, and Kleber. Note the light to illuminate the race number and the TS class designation on the door. BMW Motorsport roundels can be seen on the windshield banner and the C pillars. The black hood, belt line and trunk, commonly seen on rally cars, has been augmented by the tricolor Motorsports stripe. Gagliardi behind the wheel. Brillat takes another lap. Degoumois takes his turn at the controls. The Aubriet CSL in traditional BMW Motorsport colors. It would be the first car to retire from the TS class. The stunning Calder 'art' car. Note the lack of sponsor stickers. The colors speak for themselves. Behind them on the grid is a Lola T292 (#29) and a Cheetah G501 (#37) both from the S 2.0 class. Art, literally, in motion. The fastest car in the TS category. It would last 9 hours. Who wouldn't want this at their fingertips? A Heidegger hill climb car on the way to one of many victories. A Heidegger prepared hill climb car showing off for the crowd. A canyon-carving Heidegger prepared 2002. Mazda RX3 at LeMans. It outlasted the CSLs and Ford, but not our mighty 2002. RX3 during qualifying. Its sister car number 97 did not make the starting grid. The lone and lonely Ford Capri RS V6 along the pit straight. '75 was the end of the Capri era at LeMans. The Capri was the 2nd TS car to break, lasting only 4 hours. Hey, you've just won LeMans 1975, what are you going to do next? Get ready for LeMans 1976. A little oversteer never hurt anybody... Catch me if you can... "Look Ma, no hands!" Custom cast manifold. A little rough on the outside, but polished smooth as silk on the inside. Dell'Orto carbs replaced 'the too-thirsty-for-LeMans' Kugelfischer. 1972 DNF 1974 winner. 1973 winner. 1976 winner. The surviving factory F2 engined prototype. Driver change for a Heidegger car at Hockenheim. Nice day for a little drive in the Alps. "Feed me!" Take a map so you don't get lost.... View full article
  4. 9 points
    I have these from last year....
  5. 9 points
    Block and head back from machining/assembly. This is my first engine removal/teardown/reinstall so I let my machinist reassemble. New 9.5:1 Mahle's, polished crank, balanced, ect. Head completely rebuilt with all new bits and reground the cam to stock for tii. Reassembly commencing now that the block is painted. I need to get busy in the engine compartment and the front subframe rebuild. Huge thanks to the FAQ for giving me the confidence to do this. I'm nervous as can be to put it all back together correctly.
  6. 8 points
    Our architect is being featured for her garage "plus" designs. Our shop and two others she did will be showcased in a magazine next summer. each garage has a different theme. mine is a working large shop with storage and office/workout space above. second garage is small detached two car with studio apartment above. third garage is normal sized two car with master bedroom suite above attached to house. all three are within a quarter mile of each other. Photographer came by today to get some shots of the interior. This is my cell phone shot of the angle to be used for the downstairs depiction. The 02 posing front and center...i had to do last minute reinstall of the "pretty" hood...it had the black CF track hood on it 10min before the photog arrived... Exterior shots will be done in spring when things are green and blooming..
  7. 8 points
    My latest desktop 3D model and print project has a 2002 theme! So, whilst my Targa is in the final stages of its 25 restoration - hopefully back on the UK roads for 2018! I thought I'd 3D print a 1/16th scale version of my car - body panels and wheels done. Modelling floor next. hopefully this won't take 25 years to finish....
  8. 8 points
    My advice- get another Honda and save your money for a nice 2002 to drive on the weekends. A medical student in Colorado needs a really reliable car for driving in all kinds of weather and not having to spend money on repairs. My daily driver is a 2011 Pilot. Super reliable.
  9. 8 points
    Couldn't resist a quick blast through fresh snow today to get to a site meeting. Fun for sure, but would be more fun with a limited slip diff!
  10. 8 points
    I haven’t done a good job documenting my project. I’m sorry. It is up and running and is a blast to drive. It has a SBC 383 that makes a little over 400 hp mated to a Ford T5 manual transmission with hydraulic clutch. Rear end is a Ford IRS 8.8 with custom axles. The car has 4 wheel disc brakes , roll cage and trunk mount fuel cell and battery. I’m running basset racing wheels. The cars weights 2160 full of fuel. D054BA2D-F4A0-4D13-94A6-8CC20CC66C1E.mp4
  11. 8 points
    There is a hole at the back side of the knob. Use the short end of a small "L" allen wrench, get behind the knob. Go around the knob and feel for the hole. Once you find the hole, get the short end in there and push toward the front to get the knob cover off. Good luck. Added pictures. The hole is at three o'clock.
  12. 8 points
  13. 8 points
    Thought I'd share a few pics from our Fall Texas 02berfest hosted by Terry Sayther Automotive and Vintage Bimmers. Shout out to Terry and Debbie for all the work they put into making this such a great event! This was my third 02berfest and am already looking forward to my next! Was my pleasure meeting and getting to know first time out of state attendees Andrew Wilson from Maine and Lisa Otwoprincess. Greg Resa (Black and White pics by Tim Higgins)
  14. 7 points
    Was going through my hard drive organizing when I found this. 2002s and a 3.0CS going down the corkscrew of Laguna Seca.during a parade lap. Time was October 1977 during the Golden Gate Chapter's hosting of the BMWCCA Oktoberfest that year. I shot this from the sunroof of a 320i. Image is a scan of an 8x10 color enlargement from a Kodachrome slide. Love the classic oil burning of the second 02. Enjoy! .
  15. 7 points
    Hey guys, It has been a while since I have posted or done anything really on the site. I have been out of country in Ethiopia for a little over a year. I kept my 02 covered and cared for back in Utah and haven't had any fun with cars for a long time. My entire time here in East Africa I have been hoping and wishing to see something worth sharing about. Believe it or not I have seen quite a few E30s out here and even a few e21s. After talking with the owners not a single one really knew anything more than "It's an old car and I wish I could get a newer car." Ha. The other day I was walking through a back neighborhood and found what I have been waiting for! A 1600. Sadly it has just been tossed aside and doesn't have much going for it. It seems to be in pretty decent shape rust wise and all. It didn't help that the "guard" started waving his stick at me and yelling some choice things in Amharic to get me to leave. One of these days I will go talk to the owner and see if he sees it as more than a scrap car. Who knows, maybe I can get it for a few hundred bucks and start a project here of my own. Haha. Well, truth is i just miss the site and the cars and so I thought I would send out a post that Ethiopia has some pretty neat cars if you look for them. Colby
  16. 7 points
    thought i'd post some photos to show what's involved with a rocker panel replacement. if you see a little pinhole in the rear lower quarter panel, and you are contemplating a new paintjob, don't spend the money until you replace your rocker. i was going to leave this DS rocker alone, but as my car is slowly coming back from near certain crushing, i decided not to take the chance. i'm glad i bit the bullet. i have on hand several used 02 body panels from a couple cars i cut up a couple years ago. i use c-clamps and a metal bar to secure the car to minimize any movement during the process. the first task is to liberate the old rocker. this is done by using a die grinder to cut into the weld seams, followed by drilling out the spot welds. i typically cut the quarter panel along the lower trim location as shown. i plan to reuse this section, so i try to be gentle. it's a given, that the bottom of this section is rusty, but that too will be repaired. this photo shows what was hidden. the lower section was removed from the section of quarter-panel that i am reusing. i have found that the old rocker panel typically has enough material to cut a patch from to repair this section. i merely have to retreive the car-jack steel piece and attach it, on location. the replacement rocker and interior area all primed with chromate primer that i have found to be the best corrosion inhibitor i've ever used. it is not available on the open market, however. rocker panel in place after several checks and rechecks for fitment. quarterpanel reinstalled and ready for weldup two views of the quarterpanel section installed and ready for weld grind. i will not grind completely flat, but will use a hammer and dolley to stretch the metal slightly and reduce/eliminate any minor distortion. the weld metal tends to shrink the metal locally causing a slight waviness. never, ever weld more than a spot at a time to minimize distortion. i use a copper backing plate (flattened Cu pipe) as a heat sink. this work was done over 2 weekends while doing other tasks as well. i'm guessing the process from start to finish took me about 6 hours, if i were willing and able to work non-stop. hope this removes the mystery for someone contemplating this repair.
  17. 7 points
    Removed, stripped, refurbished, and lubricated the trunk torsion bars and associated parts and fasteners. Previously was painted well and looked neat, clean and original. However, I think eliminating some Inka and body paint added interest to the trunk area. A real PIA but doable; the bars will fight you all the way. Now, no squeaks and lid opens smoothly. Larry Cincinnati
  18. 7 points
    I'm back but I never really left. I have just been 02 less the past two and a half years. Not long after selling my 72 I began to feel regret and knew I needed another in my life. I always loved the early 1600's but would have settled for just about any Roundy. I guess God must have answered my prayers because I found an early 67 1600 in need of love and bought it sight unseen and had it shipped over 1200 miles to my home. The gentleman I bought it from purchased it outside Munich in 67 while stationed in Germany. The last time the car was registered was 75. It has been garaged ever since due to a locked-up transmission. The rockers, shock towers, spare tire well, is all bone dry. She does have some damage to the nose that will require me to replace the front core support, fenders and hood. (Will be posting in parts wanted soon. I’m located San Diego N. County) Overall I am very happy to have found this car. I plan on keeping her all original. Maybe it’s my age showing, but I have a lot of appreciation for originality. I also feel a car this old is special and deserves to be preserved. P.S. Toby, I never did go look at the touring…Stace
  19. 7 points
    Spoken of beauty shots, an amateur race team close to where I live is building this car. I guess I fell in love with a cage..lol. JP
  20. 7 points
    I just recently bought a 67' 1600 I found in A garage in Tacoma while visiting my brother. Washington has some good finds!
  21. 7 points
    Well it wasn't today but on Friday finally got to Church Automotive Testing in Wilmington, CA. to get some tuning done. The hardest part was the over 2 hours drive in traffic to get there at 10 am. Shawn was very professional and took the time to answer all my questions. I wouldn't hesitate to recommend Church. The whole process took less than 2 hours. The engine now pulls much smoother and has about 40+ more HP, yup it was in need of some help. We ended up with 259 hp and 255 lbs of torque. The boost was kept at 12 lbs. My goal was not to get every last bit of power out of the engine but to get enough to make it fun and keep it as safe as possible. Well I did want to get at least 1 more HP than Ray This is the dyno sheet. 752002M42Turbo.pdf
  22. 7 points
    A huge thank you to John, Jeff, and all the volunteers (Pierre, etc.) that make this show possible. We are very grateful for your efforts. This year's show was one of, if not, the best yet. The weather was perfect, the variety of cars was more apparent than ever before. The following pictures are FAR from an accurate representation of scale of the show, hopefully you enjoy them nonetheless. Got up early and picked up my drive for the event, a slick little E28 535i. IMG_4123 Met up with 2man from R3V, grabbed some coffee, and headed up the 405. IMG_4046 IMG_4048 Very cool to see the variety this year. IMG_4056 Jeff Caplan of Odometer Gears brought out his recently near-finished 6-year-project E28 (sporting throttle bodies, a healthy turbo, mil-spec wiring and so much more). Ireland Engineering was out en force. Ken from VintageBMWRacing brought out an M10 on an engine dyno, pretty fun to see it fire up right there. IMG_4029 Matt Rhose and his crew from Ronin Autowerks brought out a few of their 2002 racers and restomods. IMG_4028 IMG_4038 IMG_4032 Jack Fahuna brought this neat M20'02. Digging that header setup... ALOT IMG_4049 Neat to see the guys from BAT come out as well. IMG_4096 IMG_4027 Couple cool NK's IMG_4026 Awesome Coupe sporting a stroker M30 running megasquirt. This thing was beautiful. IMG_4024 IMG_4025 Another beautiful car, this Taiga Green Bavaria was stunning. Rey really knocked it out on this one. IMG_4023 Always happy to see the proper use of "there they're their". IMG_4020 IMG_3999 Hard to believe Andrew's M20'02 was built a decade ago already. IMG_4018 IMG_4017 IMG_4021 IMG_4015 Finally got to see Tony's new version of his M20'02 beast. IMG_4005 I talked quite a bit, and as a result didn't get many pictures during the peak hours of the show. However, being around at the end afforded some really fun picture options. IMG_4115 IMG_4112 Quick excuse to get my ride for the day in here. It drove great, a sweet-heart of an E28. IMG_4109 IMG_4106 There were quite a few interesting non-bmw cars worth mentioning as well. IMG_4104 Jan's S14-02 and Mr. Huff's Neue Klasse. IMG_4101 IMG_4093 IMG_4087 Very commendable that Mike, Emily, and Andrew booked it back from SEMA in time to come out with the E28 Parts Car with its new livery. IMG_4077 IMG_4076 IMG_4072 IMG_4070 IMG_4069 IMG_4064 Jesus found this hood neglected in a yard a couple years back and had it hiding in his garage. On Thursday he decided this was the year, and rocked it on his Alpina E12. Her name is Lola. IMG_4061 Mr. Tom Jones rummaging in the back of the very same car he learned to drive stick on (it's still even running the same clutch). IMG_4059 Dan Melcher's F20'02 interior, in all its ostrich-leather glory. Awesome. IMG_4057 Lovely traffic on the way home (happens every year). IMG_4117 It was a great way to spend the Saturday. -Andrew
  23. 7 points
  24. 6 points
    Started some major surgery on my drivers door today. I hope to finish the metalwork tomorrow with a bit of luck, then I'll skim over it and epoxy prime it another day. I used the existing holes for the trim to fix a box section support to keep things straight.
  25. 6 points
    a little uploads.. front bonnets and Ruspa Torino İtaly Steering
  26. 6 points
    Don't tell anyone they're Rabbit flares VWs are lame
  27. 6 points
    EDIT: Price lowered to $399 shipped anywhere in the US. I'm really excited to share a brand new 2002 goodie with everyone! These kits have been in the works for over a year, and we finally have a few ready to sell! Our oil diagnostic kits are engineered from scratch for the BMW 2002 and handmade in Germany. Utilizing the original "Fasten Seat Belts" housing for an OEM+ appearance, these sleek kits replace the useless 1970s technology with modern, real-time LED oil temperature and oil pressure indicators. The comprehensive kit allows you to actively monitor your engine's vitals - check the oil temperature so you're properly warming up the car and not causing avoidable wear, while the oil pressure provides an indicator of load, helping prevent a seized engine and/or other catastrophic failure. Once installed, the kit is invisible to the naked eye. The "brain box" can be mounted in the glovebox or center console, while the wires can all be routed under the dash, along with the factory wires. Best of all, the kits include everything needed to install in your 2002. All you need is a few hand tools and some basic wiring skills. Out of the box, the kit can be easily wired in 4 different ways: 1. Always on* 2. Always on*, and dimmable 3. Switched 4. Switched, and dimmable *turns on with the key. For options 3 and 4 you need to provide your own switch. Parts included: "Brain box" - fused circuit boards/computer housing Oil temperature sender and crush washer Oil pressure sender and crush washer Custom machined adapter for oil pressure and oil temperature senders (mounts in the factory oil temp spot) Custom machined banjo bolt designed for our adapter block (feeds oil to both senders) and two crush washers All necessary wires, color-coded and labeled, with proper connectors 2 pairs of insulated, crimp-on wire terminals (disconnects) 6 small, black zip ties for general wire tidying Velcro to mount brain box (in glovebox, center console, etc) A walkthrough PDF with detailed photos will be emailed to you upon purchase Please note, this kit is designed for the US-spec 1968-1976 BMW 2002/1600. European-spec cars and some other models do not have the "Fasten Seat Belts" indicator housing. Please check your application to ensure correct fitment. $399 shipped anywhere in the USA. For international parties, please contact us prior to purchasing. For more photos, or to purchase, please PM me or visit http://thepaddock.xyz/store/bmw-2002-oil-kit
  28. 6 points
    My favorite picture.....2002s
  29. 6 points
    Well I’m ten months in hoping to finish in January...from three there is one...
  30. 6 points
    When I bought the '73tii from the back pages of the Roundel it came with non-original silver shiny hood insulation. I never cared for it, but between marriage / kids / jobs / moving / garage conditions it never made the list of things that got done. Now my wife and I are empty-nesters, I have an awesome garage, and a car show to go to... Nice to be able to spend some time fiddling about with my toys... with the nasty (my opinion) silver insulation pulled and in the process of glue removal (painful, long, thank god for better living through chemicals... at least adhesive remover) Pieces cut (not the best job) 13x19 driver and center, 15x19 passenger (thank goodness for all the FAQ postings / discussions on this) Trying to tidy up the engine bay with the limited time (hours) I have left before leaving today for Hilton Head Strut bar has been removed for originality sake, I'll replace it after the show
  31. 6 points
    So my wife and I went to the store, and since the weather was nice, we drove the 02. Usually, it is the coolest car in the parking lot (at least to me), and being we were at the fancy grocery store, I was anticipating a few nice comments, as usual. I parked next to a fellow shopper that had a slightly nicer car...oooff. And then my wife says, "hey that thing is gorgeous...can we get one of those instead?" Ooof. Scott
  32. 5 points
    My restoration shop had a display at the 3rd Annual Virginia Coastal Autoshow this weekend so my car was on display. Almost done - all that remains is the new rear bumper.
  33. 5 points
  34. 5 points
    I was invited to display my car at the local BMW dealer for the winter. BMW of Ann Arbor Michigan Sent from my iPhone using Tapatalk
  35. 5 points
  36. 5 points
    I would like to say that I had the opportunity this past weekend to meet a very nice and knowledgeable member of the Faq. There are a few members that I always take the time to read whatever they post on the Faq, Mike Self is one of those members. Mike recommended to me an engine shop that had rebuilt his motor several years ago and he was pleased with their work. So I decided to give them a try. The shop is about 1.5 hrs from my home but only a couple of miles from Mike's place. We decided to meet at Mike's place.. What a treat.. We spent at least 1.5 hrs talking..But mostly me listening to all of the 2002 knowledge Mike has gathered over the years. Once my car is back on the road, I look forward to getting together again with Mike for drives or just sitting and learning as much as I can about 2002's. Very, Very nice time. Regards,
  37. 5 points
    The lack of competitiveness was not the rear suspension, it was aerodynamics! We never had trouble at places like Sears Point, Mid Ohio, or even Laguna Seca, we got KILLED at Road America, Road Atlanta, Watkins Glen, Portland etc. It takes a ton of HP to shove a BRICK through the air at high speed. The Datsun rear suspension had more problems than we did, they have tons of camber and toe change with suspension travel (close to 3x what a 2002 has) The 2002 had a huge advantage before 1970, it was the only small sedan with a 2 liter engine, Datsun was 1600cc and Alfa was 1600-1750cc by 1970 they figured it out and started building 2 liter engines.
  38. 5 points
    Some quick shots from Biscotti & Cars last weekend in Sausalito CA with some good company.
  39. 5 points
  40. 5 points
    there is also a tiny dimple in the front of the rim, which tells you where the hole is.
  41. 5 points
    These pics really have a vintage '70s vibe about them.
  42. 4 points
  43. 4 points
    Decision is about pleasure rather than anyting specific. A 2015 3 series will outperform an 02 in every way except for smiles. Very subjective. In reality, fine (noting that as an older car things like demist and wipers are not as good as a new car). They were driven in snow and rain when new. The question is whether you want to do it as it will, no doubt, impact the longevity of the car. Only you can really answer this. Certainly an 02 is an appreciating asset whereas any new or nearly new car will lose money. Yes, if properly maintained the 02 makes an excellent daily driver. There will be a local specialist to take it to (no doubt) but expect to have slightly more involvement in the mechanical aspects of this car (or any old car). This is a big part of why some of us own old cars. Probably cheap but someone from the US can answer this better than me. If well maintained. Search for F-bomb owned by Paul Wegweiser on this board as an example of a well used, well maintained car. Depends upon what kind of motor you have in it. Typically normal pump gas and somewhere between 20-30MPG See if you can try one before you buy. Test drives will tell you but only you can answer this. Entrance to a fantastic group of like minded people around the world?
  44. 4 points
  45. 4 points
    Please replace the handle insert please
  46. 4 points
    This car was originally sold in Germany for the European market. Military member purchased it and later shipped it to the U.S. Hubcap trim rings are separate, It does have cloth upholstery 6V battery as well. Flasher knob mounted under dash on removable panel, not sure if that's correct. Turn signal stalk is broken and I think the previous owner may have been creative with a work around. Hopefully I can get a replacement. Color is Chamonix, just dirty in pictures. And thanks Andrew.
  47. 4 points
    I like the shot with the 'genuine parts' sticker in the foreground.
  48. 4 points
  49. 4 points
    Soon to be on my 73tii
  50. 4 points
    Taken tonight at my Monday night Karting series. Goodwood Kartways, 45 minutes N.E. of Toronto, Canada.