1971 BMW 2002

BMW's path to success was sealed with the new two-door, medium-sized bodywork of the 1600 saloon of 1966, coupled with the tried-and-true overhead camshaft four-cylinder engine and MacPherson strut front and coil spring/trailing arm rear suspension. The formula was taken a step farther when allied to the new 02 Series and faster derivatives soon joined the 85bhp 1600. The first to join was the twin carburetor 105 horsepower 1600ti of 1967, followed by the 2002 launch in January of 1968. In basic form, the 1,998cc engine offered 100 horsepower; with twin carburetors in the 2002ti, output rose to 120 bhp and top speed to 115mph. It was with this model that BMW won the 2,000cc class of the 1968 European Touring Car Championship. As Porsche continued to threaten with its 911, BMW used the competition only 2002TiK for Group 5, K denoting a KKK turbocharger.

The 'Neue Klasse' four-cylinder sedans of the early 1960s returned the German company to profitability, with the designs spawning a growing model line that continued through the mid-1970s. The 2002, based on the 1600-2 (later renamed the 1602), was offered as a three-door touring (never sold in the United States) and two-door sedan body style. For those seeking an open-air 2002 experience, BMW obliged via subcontractor Karosserie Baur, which converted 200 cars to full-cabriolet form through 1971, followed by some 2,300 Targas. The BMW 1600 Cabriolet was unveiled in 1966 at the Geneva Motor Show, displaying many of the ingredients that would define the future models for the brand including a compact body, exciting performance, an elegant design, manufacturing excellence, and an interior welcoming four persons.

Like so many cars that preceded it, the 2002 was the reported brainchild of Max Hoffman, a New York-based BMW importer who was seeking a sportier version of the 02 series that could be sold in the United States. Around the same time, both Helmut Werner Bönsch, BMW's director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a larger two-liter engine installed in a 1600-2 for their respective personal use. With mutual interests, a joint proposal was submitted to BMW's board to manufacture a two-liter version of the 1600-2. The 2002 would join the BMW catalogue for 1968, offering a sportier and more tractable persona that was better able to meet tough US emissions regulations.

Specification

The BMW 2002 was sold as a two-door coupe and three-door hatchback (touring) resting on a 98-inch wheelbase with an overall length of approximately 166 inches. It stood approximately 54 inches tall and was 63-inches wide. The 2.0-liter engine was offered in two states of tune including the single-carburetor version with 99 horsepower. With dual carburetors and higher compression, the 2002 ti offered 120 bhp. A four-speed manual transmission was standard, and the base engine configuration became available with a ZF 3HP12 3-speed automatic in 1969.

The 2002tii version received a state-of-the-art Kugelfischer mechanical fuel injection system which brought horsepower to 128 horsepower (130 PS / 96 kW) and top speed to 115 mph (185 km/h). Additionally, updates were made to strengthen the suspension and brakes. A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974.

the first turbocharged BMW 2002s were entered in the 1969 European Touring Car Championship and, in the hands of Dieter Quester, won against stiff opposition from Porsche 911s and Alfa Romeo GTAs. The fuel-injected 2002tii provided the basis for the 2002 Turbo (E20) with its deep front air dam, wheel arch extensions, and distinctive boot-mounted spoiler. Produced in 1973 and 1974, the legendary 2002 Turbo was Europe's first turbocharged production car.

BMW introduced the 2002 turbo in 1973 at the Frankfurt Motor Show. The 2002tii engine was paired with a twin-scroll 0.55 Bar turbocharger developed together with KK&K. Larger combustion chambers, a compression ratio of 6.9:1, and a modified cylinder head version of the '121TI' design helped boost output to 168 hp at 5,800 RPM and 177 lb-ft of torque. A version of the Kugelfischer mechanical fuel injection was used with an integrated boost enrichment feature and altitude compensation. Numerous mechanical modifications were needed to cope with the more potent engine including ventilated front brakes and 250mm sized rear drums that would later appear on the E21 3-SEries. A strengthened Getrag 232 4-speed, only used on the 2002 Turbo, or the Getrag 235/5 close-ratio 5 speed (optional on the 2002 tii) were paired with the engine and drove through a 3.36:1 limited slip differential to 5.5J13 steel wheels. A larger radiator and an oil cooler kept the critical components at optimal temperature during extreme exercise. On the inside, an extra gauge cluster was added for the boost gauge & clock plus a red instrument panel with 240kmh/150mph speedometer, sports steering wheel and seats.

The BMW 2002 Turbo was distinguished by its color combinations and the extensive modifications made to the body. The two standard colors available were Chamonix (white) and Polaris (silver) paired with BMW motorsport color-scheme stripes/decals on the sides and front airdam. A unique front panel with additional two-bracket and air-intake apertures was added to the steel body along with wheel arches designed to accommodate wider wheels.

The BMW 2002 Turbo's Achilles Heel was its poor timing, as it was introduced just prior to the onset of the oil crisis in 1973. It was built during an era when buyers were seeking fuel-sipping vehicles, and when poor MPG was viewed negatively by the public, ultimately hurting the company's image. Although performance was a staple of the company's foundation, BMW was focusing heavily on complying with safety and emission requirements in the United States and meeting the buyer demand for compact executive cars. Thus, the 2002 Turbo remained an exclusive halo car and is highly sought after by collectors in modern times.

Production

The total production of the '02 Series' including the 1602, 2002, 1802, and 1502 was 837,038 units. The 2002 was produced from 1968 to 1975 with a total of 339,092 examples constructed. A total of 1,672 examples were the 2002 turbo which was in production from 1973 to 1975. The 2002 tii was built from 1971 to 1975 with 38,703 units constructed. The 2000 and 2002 Touring, built from 1971 to 1974, reach production figures of 15,969 units. The tii version of the 2000/2002 Touring (1971 to 1974) reached a total of 5,783 units constructed.

The BMW 02 Series was a revolutionary model that helped shape the automotive landscape for small luxury sport coupes. Its elegant and tasteful design resonated with a youthful subset of professionals that recognized style, value, quality, and affordable performance.

by Dan Vaughan

Cabriolet
Chassis number: 2790141
Engine number: 2790141

BMW's 'Neue Klasse' four-cylinder sedans of the early 1960s helped return the company to profitability, along with inspiring a design that would continue through the mid-1970s. The BMW 2002 was based on the 1602 and was available in two-door sedan and three-door touring guise. The 2002 was the reported brainchild of New York BMW importer Max Hoffman.

The BMW 2002 joined the catalogue for 1968 and continued through 1976. For customers seeking an open-air experience, BMW subcontracted the work to Karosserie Baur, which converted 200 cars to full-cabriolet form through 1971, followed by some 2,300 Targas.

This 1972 BMW 2002 Cabriolet wears coachwork by Karrosserie Baur. It was produced during the final year of the Baur-performed BMW conversions. The car has the original round tail lamp, a manual gearbox, and was originally finished in Golf (yellow) and imported from Greece to the United States and New York City, where it was owned by a BMW enthusiast. The car was eventually acquired by Dr. Norman Druck M.D., an Otolaryngologist practicing in St. Louis, Missouri. There, the car received body repairs including the replacement of the rocker panels and a refinish in Granada red.

The next owner was a well-known individual in the BMW Car Club of America circles. At the time, only one other example was known by BMW marque aficionados to exist in the United States. He acquired the car in 1996 and, over the next two years, the car was freshened. Following completion, the cabriolet was shown at the 1999 SCCA Concours d'Elegance where it received a Second Place award.

In January 2002, the car was sold to another BMW collector.

The car is powered by a 1990cc single overhead cam four-cylinder engine breathing through a single Solex twin-choke carburetor and offering 100 horsepower. There is a four-speed manual gearbox and disc brakes in the front with hydraulic drums in the rear.

by Dan Vaughan

Sedan
Chassis number: 2573397

The 1971 2002 is considered to be a second series model - BMW sold just shy of 120,000 units in the United States between 1967 and 1976, thought to be a huge number at the time.

The current caretaker of this example acquired it from the original owner in 1997 for $550 and ran it 'as was' through 2000 when he started its transformation. It was given an E30 M3 S14 inline 4-cylinder engine built by Terry Tinney. The rest of the car was completed in the owner's home garage using a mass of outsourced parts and services.

tii Hatchback
Chassis number: 3420408

This 2002 tii Touring is powered by a 1,990cc SOHC four-cylinder engine paired with a Kugelfischer Mechanical Fuel Injection system and delivers 130 horsepower at 5,800 RPM. It has a five-speed manual gearbox, front disc and rear drum brakes, an independent front suspension with MacPherson struts, and an independent rear setup with coil springs.

This BMW is one of just 5,873 examples of the 2002 tii Touring built between 1971 and 1973. The first recorded owner was William Yee of Sacramento. Upgrades noted include the alternator, starter, radiator, and the addition of a five-speed gearbox. The car received an air-conditioning system from a kit from International Conditioning Enterprises Inc.

by Dan Vaughan

Those manufacturers that had found a niche in the marketplace to survive the Great Depression were forced once again to figure out how to stay in business after World War II. BMW stayed successful with their affordable and efficient bubble car, named the Isetta. They also produced luxury cars such as the 507 and aircraft parts.

In 1959, BMW was on the brink of bankruptcy. Their Isetta vehicle had sold well for a period of time but it was quickly losing ground to the VW Beetle. A vehicle that had similar features such as excellent fuel economy and practicality, but offered more room for passengers.

Harald and Herbert Quandt provided financial backing to BMW to produce a four-door car that came known to be Neue Klasse or 'New Class'. This happened to be the savior for the struggling company. In 1962 the vehicle was debuted and dubbed the 1500. It featured a four-cylinder engine. In total, 24,000 of the 1500's were produced.

The 1800 was introduced near the end of 1963. It had a four-cylinder, 1773cc engine that was capable of producing 90 horsepower. Variants such as the 1800 Ti and 1800 Ti/SA soon followed.

In 1964 the 1600 replaced the 1500. The 1600 was a responsive, four-door sedan that received excellent reviews from the automotive tests all over the world. The 1600-2 was soon introduced. It was a sportier, two-door version of the four-door 1600 that offered more horsepower and sat atop shorter 98.4 wheelbases, thus decreasing the overall weight of the vehicle and improving performance. The 1600-2 featured a 1573cc (1600) cc engine. The additional '2' represented the number of doors. A 105 horsepower 1600Ti soon followed. BMW was once again inching closer to its sports-car roots; a heritage it had not visited since the 1930's.

Helmut Werner Bonsch and Alex von Falkenhausen, both employee's of BMW's, had independently experimented with a 2.0-liter engine in the 1602 body. The combination was a success.

In 1966, the sale of 1600's in the United States began to escalate. The press had done much to stimulate the desire for this small and responsive vehicle. The problem was that the sportier version, the 1600ti, was unable to pass the US Federal exhaust emissions regulations and thus, unable to be sold in that market. This was due to its twin-carburetor engine. The solution was to sell the 2-liter version which was able to pass the emissions regulations. So, in 1966, the 2002 was introduced.

During the life span of the 2002, which ranged from 1968 through 1976, there were three generations. The first generation was from 1968 through 1971. The second generation was built from 1971 through 1973. The third generation was built from 1973 through 1976.

From 1968 through 1976, BMW produced around 80,000 vehicles for the US market.

The vehicle produced from 1968 through 1973 can be identified by their round taillights. Vehicles built after that and through 1973 had larger bumpers and sat atop a wider track.

A turbo version of the 2002 was introduced but due to safety concerns, only produced in limited numbers. Less than 2000 were made; all were left-hand drive.

by Dan Vaughan