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percy

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  1. PaulW may tell you that there are leaks and then there are leaks. Much depends upon the size of any leak. Before condemning anything I would consider disassembling the connection and examining all mating surfaces. Some irregularities might be made usable by readjustment, a wire brush and/or with a simple application of exhaust sealant.
  2. https://www.bmw2002faq.com/forums/topic/136631-installing-crank-pulley/ Paul W offers some insight regarding possible failures other than lack of oil and/or oil pressure. ^^^^ Although there is some debate regarding the use of grease on crankshaft oil seals, consider that some grease may not be seal (or otter) compatible.
  3. The speaker may have meant to say: "The 2002 Turbo was the first production car to have a turbocharger [and fuel injection]."
  4. A few thoughts. First, if the E21 radiator fit and you were comfortable with its performance, why not stick with what worked? That said, there were a few versions of the E21 radiator, but presumably yours is at least dimensionally similar to the Type 114. Second, there are several advertised on bay, e.g., https://www.ebay.com/itm/201677570035 and https://www.ebay.com/itm/Fit-BMW-3-E21-320i-M10-1977-1983-MT-Full-aluminum-radiator-56mm-2-Rows/254266420048?epid=1463125504&hash=item3b3375ab50:g:mroAAOSwYUZdBvWt. and depending upon condition, there might even be some acceptable "used" examples available at reasonable prices. Ireland also offers some less expensive alternatives: https://www.iemotorsport.com/product/aluminum-radiator-2002/ Another option would be to have one of the same radiator shops (that you are contemplating using for modifications) repair your E21 radiator. Early E21 radiators did come in brass variants that can easily be repaired. The later aluminum and plastic variants are potentially repairable, but the probability of success is, at best, poor. Other possibilities include fitting radiators from other vehicles, e.g., the venerable Ford Pinto. I am sure there are others. I hasten to add that there may be radiators advertised in the classifieds. This might be a good candidate for taking to a radiator shop >>. https://www.bmw2002faq.com/forums/topic/254445-radiator/
  5. I am unable to provide a definitive answer other than to say that the piston crowns were significantly pronounced. If I recall correctly, the car was originally purchased in Germany with US '72-'73 livery. I am certain the early '73 engine had an E12 head and matching pistons, because at the time I considered keeping the parts for my '73 and compared them. Other than that, the engine seemed stock, but possibly had some "extra" work performed since someone had fitted it with a windage tray and an oil cooler. After many years, I am unable to recall much more about the pistons or the original head, which was junked. I don't pretend to be a BMW scholar but I agree with your take on the combustion chamber design evolution. So-called improved breathing targeted “both” emissions and power production. As mentioned before, the designs were shared throughout the BMW line - with the venerable M30 platform. This is not to disagree with JimK’s quote from a ‘71 R&T article, with which I am admittedly unfamiliar. However, with the benefit of hindsight, it would seem unreasonable to conclude that without the prospect of emissions regulations and the introduction of low lead fuels, that combustion chamber design would have remained static, as exemplified by the bathtub 121 configuration. I hasten to add your observation of a seeming “natural design progression” made in another post: “For what it's worth -- and it's not much -- later U.S. sales brochures refer to the E12 head as having ‘triple-hemispherical combustion chambers’ while the E21 head has ‘dual-hemispherical combustion chambers.’ An early, ca. 1968, brochure -- possibly referring to a 121 head, advertises ‘hemispherical swirl-action combustion chambers.’” https://www.bmw2002faq.com/forums/topic/140561-difference-between-e12-and-e21-heads/?do=findComment&comment=926697
  6. Reread the original post and failed to notice "tii." Even purest design intent involved compromises, many of which may not have been publicly disclosed, including prospective modifications, production issues and even future fuels, e.g., reduced lead. Aside from the possible increased compression ratio advantage of the 121 head, the "newer" more open combustion chamber design found in E12 and E21 was also shared with M30 engines. Thus, anecdotally, the newer E12 head would be preferable. https://www.bmw2002faq.com/forums/topic/140561-difference-between-e12-and-e21-heads/#comments
  7. Roads less traveled? I agree with the other comments and would suggest sticking with originality depending upon the vehicle’s overall condition and the poster’s long term intentions. Like so many FAQ threads on this subject, higher compression is a good thing, but needs to be balanced with other considerations, including cam selection, operating range, gearing and even valve size (which, IIRC, grew from 121 heads to the E12 - except for the tii.) None of these decisions is absolute. Motivated by dare and impulse I once installed a 121 head over E12-piano style pistons and the combination worked surprisingly well for more than ten years. As background, someone else had declared the 121 head to have been practically unusable due to prior resurfacing. The only significant modification involved notching the combustion chambers to match piston crowns to avoid contact, and matching all of the chamber sizes and shapes. After ten years, the engine was transplanted into a different vehicle. Should the opportunity present itself, I am strongly inclined toward matching bathtub shapes for bathtubs and pianos for pianos given the significant resources and talent behind each decision. And then, there are other possible roads worth exploring. 😋 https://www.bmw2002faq.com/forums/topic/61033-common-combustion-chamber-modification
  8. I recall seeing a similar effect with various oil treatments, although I can't recall anything specific. A few with so-called teflon additives come to mind and they contained a carrier that likely had to evaporate for the "treatment" to establish itself and "bond." I would imagine that the same "bonding" or "coating" would occur under the valve cover too. obviously, if the head is removed and hot tanked, the coating would be removed, but not from the lower end - or the hood (which Mike knows is shielded against green laser beams https://www.youtube.com/watch?v=AIDei7clylY ).
  9. Feldspar (as found in bon ami cleaning powder) is unlikely to provide the same clarity as a new windshield. That said, it is a relatively inexpensive alternative that might provide "some" benefit. Cleaning POWDER not Cleaner. http://www.unofficialbmw.com/all/carcare/all_use_bon_ami_on_windshield.html
  10. I Not all brand new master cylinders are perfect and this is likely true for second hand hydraulic parts. We encountered a similar problem with installation of two new master cylinders for a different make vehicle, albeit ATE units. The only available replacement unit (rebuilt) worked well out of the box and oiled wrapping paper. I do not often replace master cylinders. However, I would be inclined to bench bleed most if I have reason to suspect the unit has been sitting and possibly prone to drying out due to unwanted environmental exposure or poor handling. But I am probably in the minority. It can be slightly messy, but to the extent it may prevent a "dry start", it could not hurt. You did not describe your bleeding method. In you situation I would consider bleeding with a helper pumping the brake pedal rather than other methods to possibly eliminate a concern within the cylinder bore or a slightly deformed piston seal/s. However, since you have driven the vehicle, it is likely that you have achieved the same result, in which case I would R&R the master or reinstall the old unit. For obvious reasons, if your older unit worked well and maintained pressure, why not give it a go? Of course, if the bore is sized differently, pedal effort and travel will be different too. Naturally, if you have a downstream system leak (or weep), e.g., calipers, wheel cylinders and/or flex lines - your next action lies in that direction.
  11. For obvious reasons, smaller idle jet orifices are more prone to collecting smaller land masses, meteorites, flotsam, jetsam, occult rtv, dryer lint, penguin feathers and mineral deposits. .
  12. Removing a small measure of oil might be just as easily accomplished by removing the oil filter and draining it. This also deters the compulsion to examine what is left in the drain plug and . . . cleaning it. Likewise, if the plug has has an embedded magnet, removing the plug invariably leads to the task of examining and removing any extraneous ferrous particulates. In the end, removing the oil filter is perhaps slightly less messy, but adds a wee bit of control.
  13. It's been said that there are many ways to skin a cat and probably just as many ways to remove a fastener. Not only can you move the steering linkage for better access, per dlacey, but not difficult to attack the problem from above with suitable extensions and maybe even a flex joint or two. And then there are crows feet . . .
  14. We criss-crossed the US for many years in our '73 - without incident. Most of the extra provisions (tools and mechanical parts) proved to be unnecessary dead weight. (The tools came in handy when helping other motorists, or if I felt compelled to perform an impromptu oil change or check brake pads after traversing the Rockies.) I distinctly recall being surprised by how much the ride height changed when all of the tools and parts were unloaded during a move and this undoubtedly affected handling and fuel economy. Obviously, with the benefit of hindsight, I might not have carried so much extra weight. But there is nothing like being prepared, or is it over-prepared? Nowadays, we feel a little differently about driving 45+ year old cars on extended trips. Not to deter your plans, but our older cars often receive too much attention, some of it unwanted. (I recall a hotel desk clerk's messages about someone interested in "viewing" and "driving" our car - and whether we were interested in selling. None of those suggestions were particularly appealing, nor were the smudged handprints found all over the car, the next morning - especially the door handles and and trunk lock area, and the tweaked wiper blades.) Of course, this type of attention (respectful and not-so-respectful) could happen anywhere and at any time. But, if you are in a hurry to leave a hotel or restaurant, don't be surprised by a few unplanned distractions. Naturally, travelllng in a pack has many advantages, including watchful eyes and welcome camaraderie. Last gas station visit: "My Dad used to drive a Corvair - just like yours."
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