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williamggruff

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Posts posted by williamggruff

  1. My shift linkage came apart while returning to the Clarion from the Vintage group drive several years ago. With help from a few generous 2002ers (Clay Weiland, Paul Wegweiser, Jim Gerock, Marshall Lytle) I got it back together on the side of the road in a rain storm. If your current working conditions are equal or better, here’s hoping you’ll get it fixed and make it to the Vintage. It’s always worth the trip. 

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  2. My M10, installed from below, wouldn’t go in without removing the Stahl header. You may have success removing the header, lifting the subframe and engine into the compartment, fitting the header with the engine still on the motorcycle jack, then maneuvering the subframe to mate with the frame rails. 

  3. Replaced my trusty 40 DCOEs with a pair of 45 DCOEs that I rebuilt this winter. Got the carbs nicely balanced and took a few short test drives. Needs re-jetting, but I’m in the ballpark.

     

    Sadly, my 13-year-old AFR system died in November, and having thoroughly tested it, I’ve confirmed it’s dead. Ordering a replacement this week so I can do a proper tuning job once it’s a bit warmer out. 

     

    Planning to relocate the alternator to make space for a large ITG filter that will cover the oversized velocity stacks. Bought a tii alternator bracket yesterday, and will source the remaining parts over the next week or so. 
     

     

    DAB95201-6912-4DF4-B65E-CE6AED9C19F7.jpeg

    B8AB9935-B2F0-42DF-ADED-5189C6E12129.jpeg

    • Like 10
  4. Is it possibly a late NK strut? My memory of this stuff is fuzzy, but I vaguely recall that late NK struts used an internal thread in the top the strut tube for the gland nut, and they were either fatter from the factory, or Alpina used larger diameter tubes for theirs.

     

    Image is of a February 69 2000 CS strut. Note the apparent external threading on the gland nut, which would indicate internal threading on the strut tube.

    Late NK strut image.jpeg

    • Like 1
  5. Price: $100
    Location: Placerville, CA


    Description:

    Not mine, no affiliation, void where prohibited, etc.

     

    Note the 2002 (NOT E21) LSD. Seller indicates it's a 3.64. That's a rare part indeed.

     

    00X0X_d59stAHggrb_0t20t2_600x450.jpg
    SACRAMENTO.CRAIGSLIST.ORG

    Helping a buddy of mine sell off some of his BMW E10 , 2002 Tii suspension components . He has both front strut assemblies with control arms ,complete with hubs , rotors ,calipers for the big brake...

     

    • Like 3
  6. 3 hours ago, jp5Touring said:

     To Due List is better air filter set up for the DCOE's, looking at ITG filter and finally getting my Recaro's mounted.

    I placed an order for an ITG backing plate and filter this week. The backing plate will be 5-6 weeks as they don’t keep them in stock with 2002/Pinto DCOE spacing. 

    • Like 2
  7. 29 minutes ago, John_in_VA said:

    In the 80s some race shops welded a bar (NOT rebar!) onto the bottom of the existing front sway bar to beef it up.


    I can confirm this. The 77 e21 I bought from Bill Riblett had a beefy front sway bar that had the center section of another beefy front sway bar stitch welded to the underside: 6-inch lengths of weld separated by 2-inch spaces. Heavy? Yes. Functional? 😂 

     

     

  8. The Getrag 245 is the common conversion, but known good 245s are becoming really hard to find and preciously expensive. Also, several of the key 245 parts are NLA, so if your trans wears out one of those parts (and these transmissions are generally 40+ years old), you're in dire straits. Conkitchen has a 245 for sale here on the forum. 

     

    The Getrag 240 is another option. These are usually a bit less expensive, but also quite scarce. Most 240s lack the speedometer output, so you'd need to rig up a GPS speedo (readily available online) or install a Hall effect sensor on the trans and get fancy. Alternatively, the 240 that came from the factory in 1983 E21s has a speedo output. If you could find one of them, you'd be in good shape.

     

    The Getrag 265 can be installed in a 2002, but it will require serious modifications to the transmission tunnel and firewall due to the larger size of the 265 bellhousing. A 265 is a bit of overkill for a 2002 unless you're putting down some serious HP and/or hotswapping it at the track as might be done in an endurance racer.

     

    Good luck! 

    • Like 3
  9. If you’re gonna do this, you might as well do it right, and do it once. 
     

    Remove the engine and transmission. Separate the transmission from the engine. Have the transmission rebuilt using all new parts. Remove the clutch from the flywheel and set it aside, then buy a new clutch. Remove the flywheel bolts and order replacements. Send the flywheel to a machinist for proper cleaning. When it comes back, carefully apply tape to the ball. Reassemble in reverse order. Remove all glass and associated gaskets from the car. Respray the car in Verona, as recommended in the Blue Book. Carefully remove the tape from the flywheel ball. Bob’s your unkle. Done once, done right. 

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    • Haha 6
  10. 5 minutes ago, Furry Camel said:

    The /6 is a 260 and 265 big six style designation. 245 is /4(od) and /10(cr).


    Thank you for the correction. Too many G#s in my failing memory. 
     

    G245/2, G245/10, G245/11 were the C/R boxes unless I’ve misremembered that as well. 
     

    And I agree with Toby, $2k for a freshly rebuilt G245 O/D box is a very friendly price. And though I remember buying used G245s for $300, I also remember buying a gallon of gas for less than $0.25. Those days are long gone. 

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