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  • '74 2002 Resto Mod Log
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  1. I've always derived pleasure from trying to learn more about my cars and where they've been. It puzzles me when people do not retain good records of their time with a car, or pass them along when they sell the car, or the buyer doesn't make an effort to obtain them. When I bought my Chamonix car, I spent some weeks tracking down the former owners and trying to put together the pieces to figure out what kind of life roundie had lived in the past. Thankfully the previous owner loved the car and kept detailed records - I was able to get in contact with the owner before him, a man named Anthony, w
  2. Forty-nine years ago today I took delivery on a shiny, new Nevada 2002 from Bavarian Motors in Queens, NY. Named him Wolfgang for the eponymous German composer. After 224,000 miles and several years of work to repair the ravages of 30 Ohio winters, Wolfgang is looking (nearly as) good as he did on delivery day. Here's the photo I snapped at the dealership on 5 May, 1969... note the lack of radio antenna--I installed one myself a month or so later--and the NY dealer tag on the front. Also note the 13" wiper blades! If all goes according to plan, he'll be at Ofest in Pittsburgh. cheers mike
  3. Dang! I can only plead that we were traveling and I completely forgot his birthday. Wolfgang (named for Mozart) came together on 6 Feb 1969; I got him on 4 May '69 from Bavarian Motors on Northern Blvd in Queens, after a 4 month wait due to an East Coast dock strike that halted all shipping on the Atlantic side. I've had him ever since; odometer now reads 224k miles. Repainted in 2001 after all his rust (and that was a lot after 30 Ohio winters) was repaired--over a six year period. Interior is all original (even the carpets!) as is the tranny and differential. And I may have the only Porsche synchro tranny with a good second gear synchronizer! A valve job at 157k is the only engine work done. Ludwig and I will see you at Mid America & Vintage; if all goes well Wolfgang and I will be at Ofest this year. That's Wolfgang on the right (Nevada) and Ludwig on the left (Sahara). cheers mike
  4. Ludwig was assembled 46 years ago today, at the tail end of calendar year 1972 production but a '73 model. Sold new to an Air Force captain in Mill Valley CA, he made two cross country drives when the original owner visited family in North Carolina. I'm the second owner; he's been under my care since June 1978. Current mileage is 264,300. Last weekend's rain washed all the salt off the roads here, so they're dry and salt-free, so I'll take him for a birthday drive today. Hibernation time is coming up. While the previous owner had him rustproofed when he moved to Ohio, he's had no exposure to road salt since 1984, and only a few years before that--and I want to keep him that way. mike Upper picture taken atop Mt Mitchell NC in 2015, during Mike Pugh's (in)famous '02s & Brews tour of western North Carolina. Lower picture is the 1999 Ofest Autocross in Indianapolis--before I fitted Ludwig with big sway bars and H&R springs. No door handles were harmed in this autocross 😉
  5. On May 4 1969 I took delivery on a Nevada 2002 with the following options: sunroof, Michelin XAS tires, and of course all Hoffman's "non-optional options"--bumper guards ($8); tach ($59), chrome exhaust tip ($2) etc. Picked it up at Bavarian Motors on Northern Blvd in Queens, NY. Wolfgang still graces my garage...a little more information about 50 years of ownership is in the May Roundel magazine... Wolfgang is spending his golden anniversary year at the BMW CCA Foundation museum as part of the Passion exhibit--if you're attending Vintage this year the exhibit's grand opening is on 17 May at the Museum in Greer SC. cheers mike
  6. Came across this article on the Hemmings Motor News web site. I'd not heard of either the car or the record for an LPG-powered car. See it at https://www.hemmings.com/r/ct/MTM0NDUxOjg3NzI4MTIxOlF2VzJVdFZqdlRV/www/blog/2019/04/10/long-neglected-1979-bmw-m1-once-carried-harald-ertl-to-an-lpg-powered-speed-record/?refer=news mike
  7. Professionally done (by Michelin) 4+ minute video from last year's Ofest in Pittsburgh--50th anniversary of the 2002. Andrew Wilson is interviewed/quoted, several times, and 2002s all over the place. Even Wolfgang is shown a half dozen times (look for the Nevada '69, registration #182). Definitely worth watching for all the neat cars, plus some of the PVGP racing, featuring 2002s. https://bimmerlife.com/2019/02/26/video-49th-annual-oktoberfest-presented-by-michelin/?utm_source=bimmerlife&utm_medium=email&utm_name=member (you'll have to copy and paste the above) Enjoy mike
  8. One hour long documentary and perspective about German cars and British history of the car industry collapse in Britain.even see a glimpse of our cars a few times. 13:45, 24:45 time marks. very smart view of 1970-1990 europe and even some effects on the US. it is long but worth the time. have a good day! https://www.youtube.com/watch?v=zf_ZrNa8jG4 stone02
  9. For some strange reason, my 69 2002 had some manuals that were from this car (and of course I don't have the original 69 manuals). I have the Service booklet showing the registration for the original owner (in Glendale, AZ) and date of first registration 3-4-76. The pre-delivery check and 600 mile check up was done by Acure Motors in Ann Arbor, MI (!). The next (5) services were also done in Michigan. The 37,500 and 44K mile checkups were done at Camelback BMW in Phoenix, AZ. I also have a receipt from Discount Tire in Phoenix AZ dated 8-27-99 for (4) BF Goodrich radial T/A tires size 175-70R-13 ($ 30 each!). There is a handwritten note on it that says "Silver 76 BMW"). Name and address on the receipt withheld. I've submitted an e-mail to the BMW Archives to see what I'm dealing with. Jim
  10. Thirty-nine years ago today (21 June 1978) Ludwig (my '73) came to live in my garage. Bought from the original owner, who bought it new from Mill Valley BMW in CA and brought it with him to Ohio when the AF transferred him. Had a little over 46k when I bought it, now has 259k. Came with all the previous owner's receipts, bill of sale, window sticker and all the manuals. Engine rebuilt at 204k and a 5 speed installed at the same time, but the diff (and front calipers!) are original. And the Bilstein shocks have at least 140k miles on 'em and are as good as new. Original owner drove it cross-country at least twice (CA to NC); I've taken it only as far as Colorado. Haven't counted up all the states visited, but I think it's close to 30. Still a daily driver when there's no snow (or salt!) on the roads. Take care of 'em and they'll take care of you. mike
  11. My verifiable data regarding my '73's whereabouts from its manufacture on October 19, 1972 until early 2000, when the immediately-preceding owner purchased it, consists of: (1.) A California DMV confirmation that the car was last registered, before my purchase of it, in 1992-93; (2.) A radiator service tag from Norwalk Radiator & Glass (a California corporation, incorporated 1974, now dissolved) - first photo; (3.) A radiator service tag from Associated Radiator, 746 N. Barranca, Covina, CA (now Associated Automotive Service, in business since 1985) - second photo; and (4.) A window sticker in the center of the rear window glass, consisting of a square green background with a globe(?)/back-to-back-lower-case-e's(?)/whatever(?) in the center of the green background - third and fourth photos. Because it lacks any text or words, I've found this last item, the green sticker, difficult to identify. Surely someone on this forum will recognize the sticker. I'm hoping.... Thanks and regards, Steve
  12. My '73 was assembled 19 Dec 1972--Sahara, sunroof. caramel interior, Michelin XAS tires, with dealer-installed-Blaupunkt mono AM/FM radio and Frigiking A/C. Sold new at Mill Valley Imports, Mill Valley CA. In my garage since June 1978. Currently 256,000 +/- miles, hibernating for the winter till all the salt is off the roads in our part of Ohio, cause winter came early this year; 5 1/2 inches of snow last week (unusual for SW OH) and an equal amount of road salt...also near zero temps... cheers mike
  13. Just arrived home safely in Kettering at 3 PM today. What an event! Scott Sturdy and his many assistants have outdone themselves for this anniversary year. The new venue in Hot Springs was super as was the host hotel: The Clarion. The weather was particularly cool and wet, but that certainly did not dampen anyone's spirits or the fun that we had. The BMWCCA Foundation tour on Friday was informative and interesting. The drive back was great fun. I navigated while Andrew Wilson drove 'Vern' (his '73 tii), leading a line of cars back to Fletcher, NC. Some chose instead to take a tour of the BMW factory in Spartanville. The parking lot parties were just as satisfying as those on the lot of the Hawthorne Inn. There were plenty of places to dine nearby and there was also the possibility of heading downtown to check out the numerous restaurants and microbreweries there. The drive to Hot Springs on Saturday morning was gorgeous. As cars filtered into the venue, it was remarkably smooth and hassle-free. There was plenty of space for the BMWs and for folks to set up chairs and portable tents. Scott Sturdy estimated that there were roughly 450 cars on display in Hot Springs. This was the fourth venue for the Vintage event and it was a big success. The drive back to Asheville from Hot Springs was full of tight turns and sharp changes in elevation. Jake's 1600-2 was sorely tested by that drive, but managed just fine. BTW, Jake's car, built in 1966, won Paul Wegweiser's bomber prize for the most loved/patina'd BMW on display. It was a tight race between Jake's car and Jason's car, the Beer Snob. Congrats to both of you! On Thursday, the RGB contingent rendezvous'd at a McDonald's where I-75 intersects I-64 near Lexington, KY. Eventually our caravan included 16 vehicles. Large caravans are fun; until the basic unwieldiness tells us otherwise... Oh well. Many of us were registered at the Clarion, but due to the large number of people registered, some folks were at the Hampton Inn or the Fairfield Inn nearby. The caravan included: Jake Metz, Jason & Karie Gipson, Ben Younce and his pal, William Fulmer, Wil Tinker, Jonathan Tinker, Larry Gray, Reggie and Stephanie Stewart, Eric King and his daughter, Sarah, Mike and Carol Self, Kathy Resler, A.J. Holley, Farshid "Buckeye", Larry and Susan Wilson and myself. We were joined in Asheville by bJ and Mae Barbieri, Todd and Babs Fugate, Nick and Jessica Mavridoglou, John Blake, Zach Matson and honorary RGB member, Andrew Wilson. Feel free to add your comments and photos to this thread. - - Let's get this documented while it is fresh in our minds. Lastly a HUGE thank-you to Scott Sturdy and to everyone who contributed toward making this year's Vintage such a memorable event!
  14. Assembled 18 December 1972, sold new at Mill Valley Imports in Mill Valley CA. Came to Ohio with its original Air Force owner, under my care since June 1978. Undergoing minor surgery for a nice 3.64 limited slip, and new seals for the (very) leaky steering box. That's Ludwig on the left, and his first cousin, Franz on the right--Jim Denker's car, assembled a few months after mine. mike
  15. Wolfgang turned 51 on 4 Feb...but due to an East Coast dock strike in 1969, I didn't take delivery until 5 May...over three months of waiting--but worth it. He spent his 50th year at the Passion exhibit at the BMW CCA Foundation museum, but he's back in my garage again... Last year I counted up various statistics for my first 50 years and 226,245 miles of ownership: 11 air filters 55 oil changes—with filters 40 spark plugs (I fitted a CD ignition box when the car was new so only two sets of points) 7 sets of front brake pads, but only one pair of rotors. two sets of rear shoes—but only one drum 2 clutches 9 batteries 9645.55 gallons of gas, 23.46 mpg. Wolfgang is the Nevada car on the right side of my avatar picture... mike
  16. Fifty one years ago yesterday I took delivery on Wolfgang, my '69. The 40th "second series" '69 off the assembly line--that is with a short neck differential, three speed heater blower, later style trunk lid torsion bars etc. But still with the 6 bolt crankshaft and coil spring pressure plate (try finding those!.) And...back in my garage after a year in the Passion exhibit at the BMW CCA Foundation Museum in South Carolina. Still puts a big grin on my face when I get behind the wheel... mike
  17. At least in the United Methodist Hymnal, there really is a hymn 2002... mike
  18. As of June 21, I've owned Ludwig, my '73 for 42 years. Got him from an AF captain in Dayton, but was bought new at Mill Valley Imports in Mill Valley CA. Will drove it cross country at least twice to visit family in NC, then to Ohio. 46k when I bought it, now 267k. Cheers mike
  19. BMW 02 series are like the original Volkswagen Beetles in one way (besides both being German)—throughout their long production they all essentially look alike—at least to the uninitiated: small, boxy two door sedans. Aficionados know better. Not only were there three other body styles—none, unfortunately exported to the US—but there were some significant visual and mechanical changes over their eleven-year production run. BMW 1600 Cabriolet BMW 02 series are like the original Volkswagen Beetles in one way (besides both being German)—throughout their long production they all essentially look alike—at least to the uninitiated: small, boxy two door sedans. Aficionados know better. Not only were there three other body styles—none, unfortunately exported to the US—but there were some significant visual and mechanical changes over their eleven-year production run. I’ve extracted the information below from official BMW sources, unofficial sources and the collective memories of many 2002 fanatics. Sources disagree on specific dates and equipment—even “official” BMW sources disagree among themselves. BMW often did not wait until a model year end to introduce changes—many were made when the supply of old parts ran out during a production year. Worse yet for the future automotive historian/ archivist, pictures in BMW’s sales literature were often of the previous year’s model; sometimes correctly touched up, sometimes not. I’ve tried to make this as accurate as possible, but errors are inevitable due to incomplete documentation. Anomalies exist on vehicles of known provenance. Some beginning and end model year VINs are approximate and are so noted in italics. And just to further muck things up, BMW lists their VIN runs by calendar year, not model year. In the US, the model year generally runs from Sept 1 to the following August 31. Thus, a model year 1973 car that was built in December 1972 (or September, October or November, for that matter) is a 1972 production car to BMW. In the chronology below, I use model year VINs—some known, others extrapolated. The latter are shown in italics. BMW 1600-2 May 1965 Design code TP114 finalized for production as the 1600-2. Dec 1965 First pre-production prototypes hit the test track March 1966 1600-2 introduced on BMW’s 50th anniversary, and begins full production in April. VINs begin at 1500001, runs through 1533857 at 1967 model year’s end. No specific US model or separate VIN series; cars exported to the US have sealed beam headlights and the gauges speak English. These early cars differ in many details—large and small--from the 1968 and later cars: six-volt electrical systems, exterior trim, hub caps vs full wheel covers (with optional, square hole trim rings available), bright chrome trim on the dashboard, steering wheel, engine accessories. Approximately 4300 sold in the US, mostly ‘67s. Sept 1967 Specific US 1600 model production begins with VIN 1560001, and runs continuously through March 1971 to 1572930. Recognition characteristics generally mirror those of the 2002. A US-specific version (with its own 156/157XXXX VIN series) was required in order to meet the new Federal safety requirements mandated for all cars sold in the US. 1968 1600 characteristics—not all of which were implemented at the beginning of production: 12 volt electrical system replaces the previous 6 volt system, and an alternator replaces the generator Mechanically activated clutch No power brake booster Non-reclining front seats Standard OEM tires are bias ply Outside rear view mirror moved aft on door about three inches to clear vent window Three spoke “safety” steering wheel replaces previous two spoke wheel with horn ring Plastic surrounding the instrument faces painted black, vs previous chrome BMW 1600ti Sept 1967 – BMW 1600ti introduced—dual sidedraft Solex carburetors boosted 1600 horsepower from 85 to 100. Upcoming US emissions standards precluded importing the 1600ti to the US; this leads to developing the 2002—a two-liter engine in the 1600 body. Jan 1968 BMW 2002 (non USA) production begins with VIN 1650001. Jan 1968 BMW 1600 Cabriolet production begins with VIN 1557001; production continues through Jun 1971 and VIN 1558682. None exported to the US. Feb 1968 US-specific 2002 production begins with VIN 1660001. A few early production models were actually assembled the previous fall for emissions testing and as press pool cars. Approximately 2850 were built by the end of the model year production in Sept 1968. These models complied with US DOT and EPA regulations in place as of 1 January 1968. First BMW 2002 Produced 1968 2002 characteristics: First 300 cars have mechanically actuated clutches Early cars do not have sway bars OEM tires are radials; Michelin XAS optional Power brakes standard No front seat headrests; front seat backs about 1½ inches wider than later cars Shoulder harness seat belts (the infamous “spaghetti belts”) replaced lap belts used on pre-1968 1600s. Separate clutch and brake fluid reservoirs; brake reservoirs mounted on the master cylinder rather than remotely; clutch reservoir mounted on the inner fender well Two piston brake calipers Red-center tail lights Side grilles blacked out with paint; center grille bars black anodized Matte silver painted one-piece wheel covers replace the 1600 hubcaps with separate trim rings—some early cars had two piece hubcap/trim ring assemblies that resembled the later one piece wheel covers Tachometer, front and rear sway bars, reclining front seats, vinyl upholstery, bumper guards and chrome exhaust tip were “non-optional” options per Hoffman Motors Sept 1968 US 1969 model production begins. 1600 VINs begin at approximately 1565738; 2002 at 1662859. '02s assembled before 1 Jan 1969 are known as “first series” 1969’s, and are essentially identical to the 1968s. The post-1 January cars meet new EPA/DOT regulations that took effect on that date. These “second series” cars begin with VIN 1664761. 1969 “second series” characteristics Short neck differential replaces long neck Rear axle shafts get CV joints inboard and outboard Four piston front brake calipers Single fluid reservoir mounted on left fender well serves brakes and clutch Headrests added to front seats Three-speed heater blower replaces two speed blower Decorative ribs added to the previously plain valve cover Mid-year changes (Mar/Apr 1969): Ridges added to dashboard shelf Diaphragm clutch replaces coil spring clutch at VIN 1665201 Clutch pedal/linkage changed at VIN 1665201 5 blade “tropical” fan replaces smaller 4 blade fan on US models at VIN 1668338 BMW 2002ti Sept 1968 BMW 2002ti production begins—similar to the 1600ti, it has dual side draft Solex 40 PHH carburetors, similar engine to the 2000CS coupe. Not for US market as it wouldn’t pass US emission requirements. 16,448 produced. Replaced by the tii in April 1971. May 1969 US automatic production begins at VIN 2530001; about 1000 built in the 1969 model year. Automatics have clocks instead of tachometers. Sept 1969 US 1970 model production begins at approximately VIN 1668756 for stick, 2531023 for automatics, 1569647 for 1600s. Again, not all the changes below were initiated at the quoted VINs. Rear turn signal lenses changed to amber Front turn signal lenses bulge outward and use a single two-filament bulb Optional alloy wheels introduced; they have five slots divided by radial ribs and are 5x13 inch versions of the 14 inch CS coupe alloys. Initially offered on the ti models, they were not readily available in the US until the tii was introduced to the US market for the 1972 model year Silver paint eliminated on wheel covers, now polished stainless steel; valve stem now has its own dedicated round hole vs the small cutout used on the painted wheel covers. Front seatbacks narrowed Windshield wiper blades lengthened to 15 inches; previously 13 inches Outside rear view mirror enlarged at VIN 1671845 and 2532051 (automatics)—the “trapezoid” mirror Side grilles have black anodized appliques glued over the grille bars vs the black paint used on earlier 2002s. Sept 1970 US 1971 model production begins at approximately VIN 1676472 for stick, no automatics built for the US market in 1971. Those titled as ‘71s are most likely leftover 1970s. 1600 VINs begin at approximately 1571835 Rear side markers now illuminated; rectangular reflectors added to rear panel Tinted glass becomes available Heated rear windows become commonly available—switch incorporated into heater blower switch. US 2002s were all equipped with the leather-wrapped sport steering wheel—supposedly due to a fire or strike (take your pick) at the plant that supplied the standard “schoolbus” steering wheels “Metal loop” style front seat belts replace the “spaghetti belts” used on earlier cars. BMW 2002 Cabriolet Jan 1971 all 200 2002 cabriolet (convertibles) were produced; unfortunately none for the US market—save one “black swan” owned by Carl Nelson. VINs were 2790001 to 2790200 April 1971 the “modell 71” cars are introduced to the US market, midway through the US model year. VINs begin at 2570001 for the 2002, and 1572931 for the 1600. The last US 1600 was VIN 1573162. Changes include the following, but not all were implemented at 2570001, the beginning of modell 71 production. Transmission synchros changed from Porsche to Borg Warner type. Rubber trim added to side sections of front bumper and the entire rear bumper Rear bumper ends lengthened Lower (“knee”) rubber side moldings added Instrument cluster updated; dial faces all black; tenths reading added to odometer Heater core, valve and hoses enlarged Console sides lengthened to surround shift lever; shift boot is now rectangular vs round Emergency flasher switch moved to console from far-left side of dash shelf; push button vs pull knob. Black painted front seat reclining mechanisms begin to replace the earlier chrome versions, but chrome brackets have been observed as late as early 1972 tii’s. Two-piece dashboard replaces the previous three-piece dash Fuse box now has twelve fuses vs previous models’ six Short gas tank filler neck replaces long neck at 2572070 Wiper motor given a plastic weather shield; transistorized wash/wipe relay replaces thermal relay. April 1971 BMW 1802 (2002 pistons, 1600 crankshaft) introduced—not for US market. Production continues until April 1975. BMW 2002tii production begins with Kugelfischer mechanical fuel injection—130 hp DIN vs 100 for the carbureted version. Would not appear on the US market until the 1972 model year. BMW 1802 Touring April 1971 BMW 1600 touring (hatchback) body is introduced, followed shortly by two-liter versions, both carbureted and injected. The 1800 Touring was introduced in September. Early two-liter cars were badged as “2000 Touring” but later changed to “2002 Touring” to avoid confusion. Never imported to the US, supposedly because the importer, Max Hoffman didn’t want to stock the additional body and trim parts. “Modell 73” tourings were built, but retained the earlier cars’ round tail lights. Touring production ended in May 1974; 30,206 built. May 1971 BMW 2002 Targa cabriolet production begins and continues through Dec 1975. Cars built after August 1973 have the plastic grilles and square taillights of the Modell 73. As with the conventional convertibles, Baur built the bodies. The Targa body style had a removable steel panel over the front seat and a folding cloth top/plastic rear window for the rear. Between them was a fixed steel “hoop” to provide rollover protection. Not imported to the US. 1,963 LHD and 354 RHD cabrios built. Sept 1971 US 1972 model year cars begin production. VINs begin at approx 2576500 for stick, 2532126 for automatics. The US tii is introduced with 120 DIN hp; VINs run 2760001 through 2762629. Early cars (to VIN 2762014) had plastic intake runners. US cars didn’t get the 3:45 final drives of the Euro tii’s. Changes to all ‘72s include: Windshield wiper switch moved to right side steering column stalk; dash switch only controls speed Wheel width increase to five inches on the tii’s; carbureted cars continue with 4 ½ inch wide steel rims. Five-inch-wide alloys are dealer installed options. Running production changes: Inertia reel seat belts replace the “metal loop” style and a seat belt warning light is added to center dash top at VIN 2580042 (2532126 for automatics and 2760235 for tii’s.) Side grilles slightly modified at VIN 2580165 (2532130 for automatics, 2760504 for tii’s.) Headlight surrounds are shallower than previous grilles, and headlight retainers are symmetrical. Carbureted cars get a new cylinder head (E-12), sealed fuel pump and an intake manifold with a two-barrel automatic choke Solex carburetor, but not until late in the model year at VIN 2583405/3465 (2532752 for automatics.) Tii’s switched to the E-12 head at VIN 2761944. With the E-12 head, emission controls were greatly simplified: the air pump was eliminated; EGR valve was the primary emission addition. Sept 1972 US 1973 model year cars begin production at VIN 2585138 for carbureted cars (stick) and 2533173 for automatics. The first ‘73 tii is 2762630. Final VINs are 2593704, 2764521 and 2534861 respectively. Visual/mechanical changes include Front bumper is moved further away from the body on much heavier brackets; front bumper guards are lower and pointed—the only year for these guards on US cars. Rear bumper is moved about 2 ½ inches from the body on oval brackets covered with rubber covers. Suspension springs were lengthened to raise the bumpers approximately one inch thus complying with DOT bumper height regulations. Plastic steering column surround replaces metal surround Heater blower switch moved to dashboard above temp control lever; all four heater control levers now illuminated Rear window defroster gets its own switch, not part of heater blower switch Quarter window latches slightly modified at VIN 2587489—black plastic knob replaces chrome knob, and the C-pillar mounting screws have white plastic cover over them. Sept 1973 US modell 73 (actually 1974 model year) cars begin production with 4220001 for carbureted cars (stick); 4280001 for automatics and 2780001 for tii’s. Ending VINs for the year are 4230601, 4283429 and 2782928 respectively. Major facelifts fore and aft plus numerous interior changes make the ‘74-76 cars easily recognized from their earlier brethren. Front body panel revised with black plastic side and center grilles, black headlight surrounds Rear body panel carries “square” tail lights with built-in reflectors, license plate lights mounted on a separate bracket Heavy rubber-faced forged aluminum bumpers mounted on shock absorbing mounts front and rear add nine inches to the car’s length. Wheels are now styled with slots and a small, stainless steel center cap; width is standardized at five inches for carbureted and injected cars. New optional alloy wheels; they’re referred to as “soup plate’ wheels due to their smooth, bowl-shaped centers. Electric sunroof an “official” US option—but rarely seen Four spoke steering wheel with large padded center hub replaces three spoke wheel Dash now a one-piece molding Front seats have different shape, upholstery and reclining mechanism Instrument cluster surround covered with imitation wood panel; instrument faces changed Door panel upholstery design simplified Turn signal switch moved to the left side of the steering column; all windshield washer/wiper functions now on right column stalk. An intermittent wiper control kit was a dealer-installed accessory. Carpet now one-piece molded vs eleven separate pieces Wiper arms/blades now black; previously silver Infamous seat belt interlocks were installed, which prevent the car from starting until front seat belts were fastened in occupied seats. Since system couldn’t distinguish passengers from grocery sacks, most were immediately disconnected. BMW 2002 Turbo Jan 1974 BMW 2002 Turbo production begins—again, not for the US—at VIN 4290001; approximately 1671 were built through June 1975. April 1974 Luxus trim offered on non-US models—included some items that were standard on US models, plus rear seat armrest, velour upholstery, real wood trim on interior door panels and instrument cluster Sept 1974 US modell 75 cars begin production with 2360001 for carbureted cars (stick); 2380001 for automatics. The tii was discontinued. Ending VINs for the year are 2367750 and 2382692 respectively. Tailpipe exits at center of rear panel vs right side The infamous thermal reactor was added to the exhaust manifold to help meet increasingly stringent emission standards. The air pump also returned to the “smog” package. The radiator fan received a shroud to enhance engine cooling, stressed by the thermal reactor. Outside rear view mirror enlarged again (the “flag” mirror) Headrests have close-set mounting posts—rationalized with E21 seats Heat shield added between muffler and gas tank BMW 1502 Jan 1975 BMW 1502 introduced as an entry level BMW to keep customers who couldn’t afford or didn’t want the new E21 316. Not for the US market. 1573 cc, 75 hp DIN; 72,386 LHD and RHD versions built. March 1975 BMW AG takes over distribution in North America from the Hoffman organization, creating BMW NA. Some previously unavailable options (cloth interiors, electric sunroofs) become available. Sept 1975 US modell 76 cars begin production. Stick shift VINs run 2370001-2380000 and 2740001-2745584. Automatic cars’ VINs: 2390001 to 2393292. With the new E21 3 series in production for non-US markets, only the US version 2002 and the base model 1502 remained in production. Final drive ratio raised from 3.64 to 3.90 to regain performance lost by increasingly stringent emissions requirements. To meet more stringent requirements, California cars receive a different emission control package from the “49 state” cars. E21 cylinder head replaces E12 Relay added to the ignition circuitry Wipers get a 5 second interval setting as standard; previously optional/accessory July 1976 the last US version 2002 leaves the production line. Supposedly the last 200 US cars were painted Polaris Silver with red leather interiors, alloy wheels and electric sunroofs. July 1977 the final 1502 left the assembly line—the last ’02 series car in production View full article
  20. On line Hemmings story about the 10 Coolest Performance Cars of the 1970s. You may (or perhaps not) be surprised at what shows up amongst a parade of Detroit muscle cars and Italian exotica...Enjoy https://www.hemmings.com/stories/2020/08/17/the-10-coolest-performance-cars-of-the-1970s?refer=news&utm_source=edaily&utm_medium=email&utm_campaign=2020-08-17 mike
  21. BMW 1600 Cabriolet BMW 02 series are like the original Volkswagen Beetles in one way (besides both being German)—throughout their long production they all essentially look alike—at least to the uninitiated: small, boxy two door sedans. Aficionados know better. Not only were there three other body styles—none, unfortunately exported to the US—but there were some significant visual and mechanical changes over their eleven-year production run. I’ve extracted the information below from official BMW sources, unofficial sources and the collective memories of many 2002 fanatics. Sourc
  22. Interesting article in the current Hagerty's newsletter: https://www.hagerty.com/media/maintenance-and-tech/the-bmw-m10-lookalike-engine-my-lada-transmission-told-me-to-buy/?utm_source=SFMC&utm_medium=email&utm_content=20_October_3_Newsletter_Weekend Has anyone heard of this Moskovich model 412 engine being a knockoff--i.e. a close copy without being identical--of the BMW M10 as it appeared in the first NK sedans? Interesting story and pictures. enjoy. mike
  23. Interesting article in the current Hagerty's newsletter: https://www.hagerty.com/media/maintenance-and-tech/the-bmw-m10-lookalike-engine-my-lada-transmission-told-me-to-buy/?utm_source=SFMC&utm_medium=email&utm_content=20_October_3_Newsletter_Weekend Has anyone heard of this Moskovich model 412 engine being a knockoff--i.e. a close copy without being identical--of the BMW M10 as it appeared in the first NK sedans? Interesting story and pictures. enjoy. mike
  24. In 1966, BMW was practically unknown in the US unless you were a touring motorcycle enthusiast, or had seen an Isetta given away on a quiz show. BMW’s sales in the US that year were just 1253 cars. Then the 1600-2 came to America’s shores, tripling US sales to 4564 the following year, boosted by favorable articles in the Buff Books. Car and Driver called it “the best $2500 sedan anywhere.” Road & Track’s road test was equally enthusiastic. Then BMW took a cue from American manufacturers and stuffed their largest m10 engine in their smallest body and created the 2002. That opened the floodgates, and established BMW as the premier performance automobile line in the US. ’02 series sales alone in 1969 were 9637, 2/3 of those 2002s, in their first year of sales in the US. By the end of 2002 production in 1976, BMW’s annual US sales were over 26,000, and BMW was no longer an unknown make in the US; it was—and still is--The Ultimate Driving Machine. BMW 1600-2 In 1966, BMW was practically unknown in the US unless you were a touring motorcycle enthusiast, or had seen an Isetta given away on a quiz show. BMW’s sales in the US that year were just 1253 cars. Then BMW 1600-2 came to America’s shores, tripling US sales to 4564 the following year, boosted by favorable articles in the Buff Books. Car and Driver called it “the best $2500 sedan anywhere.” Road & Track’s road test was equally enthusiastic. Then BMW took a cue from American manufacturers and stuffed their largest m10 engine in their smallest body and created the 2002. That opened the floodgates, and established BMW as the premier performance automobile line in the US. ’02 series sales alone in 1969 were 9637, 2/3 of those 2002s, in their first year of sales in the US. By the end of the BMW 2002 production in 1976, BMW’s annual US sales were over 26,000, and BMW was no longer an unknown make in the US; it was—and still is--The Ultimate Driving Machine. After World War II, BMW was in dire straits. Their Eisenach factory was in what became East Germany and lost to the company, along with critical tooling and dies. Their Munich factory was in ruins, having suffered extensive bombing damage. For several years, the company survived by making aluminum cookware, bicycles and other small items. It wasn’t until 1948 that motorcycle production resumed; cars didn’t come until 1952. And those were basically warmed-over pre-war models—large and expensive. Not what was needed—or what sold—in struggling, postwar Germany. BMW Isetta A fortuitous licensing agreement in 1955 with Iso—an Italian appliance manufacturer—allowed BMW to build the egg-shaped Isetta, with a single cylinder BMW motorcycle engine replacing the Italian two-stroke scooter engine. While barely qualifying as a car—at least it had four wheels—an Isetta was the perfect step up from a motorcycle or scooter, allowing (at least small) German families to travel snug and dry—if not rapidly. BMW 700 The Isetta’s success—in one and two door versions--begat the BMW 700, a proper car, albeit small and still powered by a motorcycle engine. But neither the Isetta, the 700, the large 501 and 502 “Baroque Angels”--essentially pre-war designs--plus penny numbers of luxurious coupes and convertibles were enough to keep BMW solvent. With Daimler-Benz sniffing around BMW’s door looking for a bargain takeover, the Quandt family intervened and bought into the company with sufficient funds to keep things going—and to allow the development and production of the company’s savior model, the Neue Klasse (NK) sedan. This, BMW’s first new-from-the-ground up model since before World War II was a success from its initial introduction in the fall of 1961. BMW 1500 By 1964 BMW knew they had a hit on their hands, and were offering the basic sedan body with several trim levels and different engine displacements. But with the discontinuation of the Isetta and the 700, the entry price of the least expensive NK sedan was beyond the reach of many Germans, the country’s “economic miracle” notwithstanding. The company needed a car that bespoke BMW in performance, handling and appointments, but less expensive—and thus necessarily smaller—than the NK sedans. Enter Type 114. Running gear development was relatively simple: use the drivetrain and suspension from the NK sedans, already well-developed and mounted on subframes. Then design a smaller, two door body with lines that mimicked the larger sedans, and buyers would have everything a NK owner would have except for two doors and a bit more rear leg room—for considerably fewer Marks. By May, 1965 designer Georg Bertram had the final body design complete; the entire package was approved by BMW’s board in November, and the car— designated the 1600-2 to differentiate it from the four-door 1600 — was officially introduced on March 9, 1966 during BMW’s 50th anniversary celebration. BMW 1600 Window Sticker While the NK sedans were sold in the US by Hoffman Motors, the importer, annual sales were in the very low four figure range. They were relatively expensive, priced with comparable small Mercedes Benz models (and much larger Oldsmobiles and Buicks) and sold by a company that was practically unknown in the US—unless you were a motorcycle enthusiast. BMW 1600-2 changed that. Only a few two-doors made it to the US in 1966, but in 1967, BMW’s US sales jumped to 4564, from only 1253 cars the previous year. Max Hoffman knew he had a hit on his hands. He also knew the hit would be even bigger with a bit more than the 1600’s 85 horsepower; it was adequate, but not really Performance. He first thought to import the performance version of the 1600-2 with dual sidedraft carbs and 15 more horsepower. However, the looming US emission standards nixed that idea; all that carburetion would never pass Federal standards. But there was a 2-liter version of the 1600 engine, identical on the outside, that would bolt right into the two-door’s engine compartment. And with just a single barrel carburetor, it generated 100 horsepower, same as the now verboten BMW 1600ti. Coincidentally, two BMW executives had the same idea and had the factory fit the larger m10 engine from the BMW 2000 sedan into their personal 1600-2 cars. With US sales suddenly increasing—solely due to the two door, when Hoffman approached the factory with his two liter idea, they were receptive. BMW 2002 was born. BMW 2002 The first ones arrived in the US in April, 1968 and caused a sensation. David Davis wrote his 2002 paean, “Turn Your Hymnals to 2002” in the April 1968 Car and Driver, and the word was out. A SOHC m10 engine, fully independent suspension, disk front brakes and 100 hp (113 SAE). And it would outrun and outhandle almost every contemporary sports car (save 6 cylinder Porsches, XKEs and exotics) while wearing a two door sedan body with a big trunk and seating for four. The rest, as they say, is history. The 02 series put BMW on the map in the US—in a few short years taking the marque from unknown to The Ultimate Driving Machine—a niche it still occupies a half century later. View full article
  25. BMW 1600-2 In 1966, BMW was practically unknown in the US unless you were a touring motorcycle enthusiast, or had seen an Isetta given away on a quiz show. BMW’s sales in the US that year were just 1253 cars. Then BMW 1600-2 came to America’s shores, tripling US sales to 4564 the following year, boosted by favorable articles in the Buff Books. Car and Driver called it “the best $2500 sedan anywhere.” Road & Track’s road test was equally enthusiastic. Then BMW took a cue from American manufacturers and stuffed their largest m10 engine in their smallest body and created the 2002. Tha
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