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Buying Guide for BMW 2002 By Richard Stern History: (1966-1975) As early as 196

Buying Guide for BMW 2002 By Richard Stern History: (1966-1975) As early as 1963 there had been discussions about a new and smaller BMW. Thoughts began to focus on a short wheelbase two-door version of the New Class saloon. This plan had particular merit because it would help to re-establish the sporting image that BMW had enjoyed in the 1930's but never recaptured since. The shorter wheelbase would bring handling advantages while the lighter body would improve performance, and of course the two-door configuration would look more sporting than the four-door New Class type. The two-door model did not take long to design. The New Class wheelbase was shortened from 100.4 inches to 98.4 inches, Wilhelm Hofmeister restyled the passenger cabin to suit, and the front of the car was given a minor facelift. Most of the running gear came directly from the existing four-door saloons, although there was a narrow track rear axle, which made front and rear tracks equal on the two-door model. The decision was made to launch the car with the 1,573cc "1600" engine and, decided to call it the 1600-2. The additional figure 2 standing for its two doors and distinguishing it from the four-door 1600 saloon. The 1600-2 was announced in March 1966 and was immediately acclaimed as a winner. The lighter body made the car nearly as fast as the 1800 sedan, while the excellent handling added a sporting ingredient, which was lacking in the larger car. The motoring press was unable to resist comparisons with Alfa Romeo's sports cars, which suited BMW's needs perfectly. At the Frankfurt Motor show in autumn 1967, they announced an even more sporting version - the 1600ti - with a 105 hp twin carburetor engine. And by this stage BMW were already considering the possibility of giving their two-door vehicle yet another engine in the shape of a 2-litre relative of the 1600ti's four cylinders. Not long after the 1600-2 was announced, Alex von Falkenhausen had a 2-litre engine dropped into an example of the car for his own use. Completely independently, BMW's Planning Director Helmut Werner Bonsch had exactly the same conversion carried out for his car. Neither man knew of the other's car until one day in mid - 1967 when both cars were in the workshops together at BMW. Both were enthusiastic about their 2-litre two-doors, and between them decided to put a formal proposal to the BMW Board that such a model should be considered for production. Their cause was greatly helped by developments in the USA. BMW had never meant very much in that market before the mid-1960's, and the marque had been imported only in small numbers. The company was well aware of the value of sales success in such a large market, and until this point had not had a model which appealed to American customers. In 1966, all that changed. The new two-door 1600-2 models received rave reviews in the American motoring press, and all of a sudden sales started to gather momentum. Wanting to capitalize on this success, importer Max Hoffman urged the Bavarians to let him have another model in the same vein, and preferably one with even more performance. The only model in that range was the 1600ti. Unfortunately, the twin-carburetor engine could not be made to meet the new Federal exhaust emissions regulations, and so it could not be sold in the good old US of A. However, the 100hp 2-litre engine in the 2000 coupe had been made to meet the regulations. The solution was simple, BMW Sales Director Paul Hahnemann was well aware of the US market requirement, and so he supported the proposal for a 2-litre version of the two-door car, despite opposition the sales argument won the day and the 2002 was born. There were three distinct "generations" of the BMW 2002 range during its eight and a half year production life. The first generation cars were built between 1968 and 1971. The second generation, or model 71, cars were built between 1971 and 1973. And the third generation, or model 73, cars were built between 1973 and the end of production in 1976. Within each of those generations, the 2002 range was further subdivided into a variety of different models. Total 02’s Built: 401 947 Bodywork Starting from the front of the car, the box section below the radiator can rot out from the inside, as can the boxed in sections behind the headlamps and direction indicator lamps, and inside the front wings where mud can collect on the inner-wing supports, check around the wheel arch and adjacent to the A-post and where the front wing joins the sill. Check in the bulkhead and around the heater’s air box and make sure that the drains are free running. The sills are prone to rot, especially at the rear where they protrude into the rear wheel arch, and where the rear subframe is mounted. Be vigilant around the differential area, too. Peel back the floor carpets, especially on Cabrio and Targa models, which are more prone to water leaks, and check the floor pans, particularly where the inner sill meets the bulkhead. Inspect the front chassis rails for rust and damage usually caused by poor jacking also check the rear subframe and ‘chassis’ rails above the driveshafts. Inside the boot, pay particular attention to the rear spring mounting plates, the inner wheel arches and the spare wheel well. The edges of the boot, bonnet and door bottoms are prone to rot too. All cars are prone to rust, most of the mechanics & cosmetics are cheaper to replace than the structure. Fuel Systems Standard engines have one single-choke carburettor, and Ti models have twin carburettors (Non UK). Tii versions have Kugelfischer mechanical fuel injection and the Turbo models have an additional KKK turbocharger, plus beefed up brakes and suspension. An in-line fuel filter to the single-carburettor system should be replaced every 24,000 miles. Failure to do this can lead to the main jet blocking. The Tii has an aluminium-bodied fuel filter fitted under the battery tray, and should be renewed at the same interval with a similar type, costing around £10. Check the fuel tank for corrosion around its middle where the two halves meet, and clean and protect the area accordingly. Inspect the fuel line(s) periodically. Carburettor models have a plastic pipe that threads its way through the offside of the car, which can become brittle and damaged, leading to a smell of petrol in the cabin. Injected models have a steel feed pipe that can corrode, and a plastic return pipe that’s also prone to damage. If single-carburettor engines run poorly and resist successful tuning, inspect the throttle spindles for play. The throttle bodies have a tendency to wear badly, requiring removal, machining and a new throttle spindle. Alternatively, renew the carburettor with a replacement item or upgrade to twin-carburettors for more performance. The Kugelfischer injection system is pretty reliable as long as the car is regularly used. If it sits idle for long periods, one of the pump plungers can be likely to stick. The remedy is to drive the car more often. Tii’s can suffer from poor running and black smoke, but this is usually caused by wear in the ball-joint linkage between the pump and the throttle-butterfly. To set up the system, it’s necessary to lock the throttle and pump in relation to each other but if the joints are worn, that’s impossible. Replacing the worn parts is the only remedy, followed by regular lubrication. Ensure the pump is topped up with engine oil (details in the Jaymic injection bulletin). High-mileage injection pumps can suffer from a worn metering cone, and while the components can be sourced in Germany, finding someone to strip and reassemble the pump is another matter. It’s certainly not a DIY job. There are different views as to whether ’02s can use unleaded fuel, to be on the safe side, however, it’s best to use premium-unleaded with a good quality lead additive and octane booster, until you have had you valves seats hardened. Typical Twin Carburettor set-up Engine and Transmission Tii injection Engine Each model in the BMW ’02 range derived its full name and its power from an iron-block four-cylinder overhead-cam engine: the 1600-2 and 1602 models had a 1593cc ’plant, all 2002’s had a 1990cc unit, the 1802 (which was never imported into the UK) had a 1793cc engine, and the 1502 economy model used at the end of production with reduced trim with a 1.5 litre engine. Engines will last for at least 100,000 miles as long as they’re looked after. Every 3000 to 5000 miles, depending on how much the car is used, drain the engine oil after a run when the oil is hot and thin. Replace the sump plug with a new washer and refill the sump with a good quality oil no thinner than 15W/40. Replace the oil filter at the same time, preferably using uploads/Industriel/ 02-buying-guide.pdf