Covering the 1600 to 2002 turbo models from the | mid-Sixties to the mid-Seventies. Detailed information | on restoring bodywork, engine, electrics and trim etc., plus | POURRA EIS IESE LML INV |RESTORATION GUIDELeifole ae) refered] | BMW ’02 Restoration Guide Published by Brooklands Books Limited. P.O. Box 146, Cobham, Surrey, KT11 ILG. England ‘Tel 01932 865051 Fax 01932 868803 sales @brooklands-books.com ISBN: 9781855204515 ©1998 Mike Macartney and Brooklands Books Limited Book design by Peter Bevins. All rights reserved, No part of this book may be reproduced, stored, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without permission in writing from the publisher and author. Whilst every care has been taken in the preparation of this book, neither the author nor the publisher can accept any liability for loss, damage or injury caused by errors in, or omissions from, the information given. Printed and bound in China beiree le) =Yrerey | CONTENTS INTRODUCTION AND ACKNOWLEDGEMENTS, CHAPTER 1 THE BMW 02 RANGE CHAPTER 2 BUYING A SUITABLE 02 CHAPTER 3 HOWTO ESTIMATE THE RESTORATION COSTS, CHAPTER 4. BODY RESTORATION CHAPTER 5 BRAKES, STEERING AND SUSPENSION CHAPTER 6 TRANSMISSION CHAPTER 7 ENGINE CHAPTER 8 COOLING AND HEATING SYSTEMS. CHAPTER 9 FUEL SYSTEMS - CARBURETORS AND FUEL TANKS CHAPTER 10 FUEL SYSTEMS - KUGELFISCHER FUEL INJECTION CHAPTER 11 ELECTRICAL EQUIPMENT, CHAPTER 12 INTERIOR AND EXTERIOR TRIM 3 ACCESSORIES COMPETITION, TUNING AND MODIFICATIONS APPENDIX A CHASSIS NUMBERS AND DATING APPENDIX B_ USEFUL ADDRESSES, INDEX 23 aa 47 59 83 101 119 127 135 151 169 185 189 207 215 219Leela The) Books| ACKNOWLEDGEMENTS Although not a BMW enthusiast during the production years of the 02, I do remember small German cars with round rear lights accelerating past me in the late ‘60s, and they definitely weren't Ford Cortina’s! My first recollection of the BMW 02 is of one of these small box like cars overtaking our Hillman Minx Estate, and disappearing into the distance, whilst the Minx was flat out with my foot to the floor. This Hillman Minx was our everyday car and also doubled as a “tug” to tow our rally-cross Hillman Imp that my wife Jane and I raced. As these exotic priced BMW 02 sports saloons were nearly 100 times the price of my £25 Minx I had no interest in them as there was no way I could afford one. Little did I know then that in thirty years time I would be writing a BMW 02 restoration guide. Obviously, with any book like this there are many people that in some way or other have helped make this BMW ’02 Restoration Guide possible. If I have omitted to thank anybody here it is not intentional only through loss of memory. Before writing the book my knowledge of US spec 02's was scant as there are not many US cars in the UK. Michael Self, who writes the 02 page in the BMW Car Club of America’s monthly "Roundel” magazine helped enormously: Initially he answered the many questions I had, then offered to read and check the various chapters as they were written, an offer that I took up. Rob Torres Jnr. of the 2002 Haus, Carl Nelson of La Jolla Independent BMW, 02 specialists in California, also helped with information and photos on the US spec. cars. Another from the US that I must not leave out is Bob Murphy who runs the US til register. Bob's enthusiasm and determination to find out as much information as he could on the tii models has been a tonic for me when my enthusiasm has waned - thanks Bob. When L agreed to write this restoration guide for Brooklands Books I did not appreciate the time it would take to compile and write. Luckily I have a smashing wife that is understanding of the time I spent on this book. For nine months, most evenings, every Saturday afternoon and all day Sundays have been taken up with working on it. My daughter, Fay Macartney, who is far more talented than I in the art department, produced the drawings and most of the photographs, my thanks go out to her. My thanks go to Peter Bevins, a fellow 02 enthusiast, who kindly agreed to produce the page layouts, also to my partner Keith and all the staff at Jaymic who have all helped in some way or another to make the BMW 02 the popular classic car it is today. Lastly I would like to thank James Taylor, the well known motoring journalist, for volunteering his editorial skills and to John Dowdeswell of Brooklands Books for asking me to write the BMW "02 Restoration Guide. In this final paragraph I would like to point out that this book is what it says itis in the title - a restoration guide -it is not meant to replace the factory workshop manual or any of the other manuals produced for the 02 models. I hope the guide will be of help to owners and prospective owners that are contemplating an 02 restoration. Mike Macartney CHAPTER ONE THE BMW 02 RANGE The seventh of March, 1966 was a great day in the history of BMW for two reasons. Firstly, it marked the 50th birthday of the Company; secondly, this was the day on which Gerhard Wilcke, then BMW's Chief Executive Officer, unveiled a brand new model to guests attending a special ceremony at the Bavarian State Opera House - the BMW 1600-2. From now on this was to be the entry level model of the BMW range, being smaller, more nimble and more aero- dynamic than the current “Neue Klasse” (New Class) four-door saloons, introduced so success- fully not too long before. The features that provided this more sporting appearance included a reduction in overall Iength on the 1600-2 by 27cm (10.6in) and the wheelbase being shortened by 5cm (2in). The roof, in turn, was 4em (I.6in) lower which, together with the more inclined windscreen, round headlights and tail lights underlined the car’s sportiness. However, probably only a few of the guests attending the launch ceremony were able to take in all these details at first sight. Because the most striking feature of the new saloon was that it had only two doors, which was indeed the reason for the -2 model designation. Under its bonnet, the new car differed only slightly from its older fourdoor 1600 counterpart, production of which ceased at the same time. Power was provided by a 1578cc fourcylinder single overhead cam engine, developing a maximum output of 85bhp and fitted, as in all BMWs at the time, at a slant of 30° in the engine bay. Fuel was supplied by a single downdraught carburettor. Consisting of struts at the front and sei trailing arms at the rear, the suspension was also carried over from the “Neue Klasse” range. This arrangement significantly outperformed more ‘expensive cars in the Sixties due to the complex independent front and rear suspension. Brakes were equally advanced and efficient, with a combination of drum brakes at the rear and discs at the front; disc brakes were still quite unusual at the time, being fitted in most cases only on expensive luxury or sports cars. ‘The 1600-2 was by no means cheap, selling in Germany ata price of DM 8,650 (or approximately the same as the annual income of an average BMW employee at that time). However, what you received in return was a very modern and advanced car, offering an excellent power to weight ratio, owing to its low weight of only 940kg (20731b). The 1600-2 would accelerate to 100km/h (62mph) in approx. 13 seconds, and reach a top speed of 166km/h (103mph), which made it one of the fastest cars in the 1600cc market.BMW's “Newe Klasse” four-door was the forerunner of the 02 models ‘The new two-door concept soon proved to have a far brighter future than many critics would have thought. Some doubiful dealers in Munich tially wondered “who is going to buy this thing?*, but their customers soon taught them a differ st yea amounted to 13,244 un he two- door models’ production run was nearly treble at 38,572 cars. nt lesson. Production in th is, and in 19 For years and even decades, the 02s have proved their outstanding potential, especially in the area of engine technology. As early as 1966, BMW engine wizard Ludwig Apfelbeck transformed the four gyjlinder engine into a Formula 2 power unit developing more than 200bhp which was lauded by the press as “the four-valve miracle”. Fourteen years later, in 1980, the same engine was the foundation, for turbocharged power units developing up to 800 bhp, providing the power that helped Nelson Piquet win the Formula 1 World Championship in 1983 at the wheel of his Brabham-BMW. This success story of the 02s continued on a broader scale. Just one year after the car's introduction, at the 1967 Frankfurt Motor Show, the 1600-2, which had been praised in test reports around the world, was joined by the 1600ti featuring twin sidedraught Solex carburetors, a higher compression ratio, and a power output of 105bhp. The -2 model designation was dropped, being replaced by the letters “ti”, which stand for “Turismo Internationale” (Touring International). Thanks to the overwhelming success of these two- door saloons, BMW was able to conclude the 1966 and 1967 years of business with increases in turnover of around 25% each year. This was remarkable at a time of worldwide recession, when average losses in the car industry amounted to 19% of turnover. Not long after the 1600-2 was announced, Alex von Falkenhausen, the designer of the BMW four- cylinder engine used in the two and fourdoor cars, had a 24itre engine fitted into a 1600-2 for his own use. Independently, BMW's Planning Director Helmut Werner Bansch had exactly the same conversion carried out for his car. Neither knew of the other's car until one day in mid-1967 when both cars were in the workshops together at BMW. Both men were enthusiastic about their 2- litre two-door cars, and between them. they decided to put a formal proposal to the BMW Board that such a model should be considered for production. Meanwhile, the new two-door 1600-2 model had received rave reviews in the American motoring press, and sales had started to gather momentum. Wanting to capitalise on this success, BMW importer Max Hoffmann urged BMW to let him. have another model in the same vein, and preferably one with even more performance. Unfortunately, the twin-carburettor 1600ti engine could not be made to meet the new Federal exhaust emissions regulations, and so the 1600ti could not be sold in the USA. However, the 100bhp 2itre engine in the 2000G coupé had been made to meet emissions regulations. BMW Sales Director Paul Hahnemann was well aware of the US market requirement, and so he supported, The two-door version of the BMW 1600, or BMW 1600-2This prototype of a full cabriolet by Karmann was a design not taken up by BMW. ‘The car is used in Holland on a regular basis. the proposal for a litre version of the two-door car, Despite opposition from Chief Development Engineer Bernhard Osswald and Production Director Wilhelm Heinrich Gieschen, the sales, argument won the day, the proposal by Falkenhausen, Bonsch and Hoffmann for a 2-itre model was taken up, and the 2002 was born. Sales of BMW in America had never been strong before the midSixties. The company was well aware of the value of sales success in such a large market, but until this point it had not had a model which appealed to American customers. ‘The 2002, however, immediately created a niche market in America with’a very loyal following. In, the early days, owning a 2002 was almost like joining a select club of car enthusiasts. This story of the 02 success continued unabated. While young people in 1968 were protesting the world over BMW was hitting the headlines with its new car, the 2002, acknowledged by many BMW enthusiasts as the absolute epitome of the sports saloon with a top speed of 170km/h (105mph) from its 100bhp 2-litre power unit, Production of the 24itre 02s amounted to a significant 407,009 units up to the end of the 2002's production run in 1976, which made this by far the most successful model within the 02 Se es as a whole. BMW had started to look beyond the initial 100bhp 2002 model even before that car hit the market. If the single-carburettor 2itre engine could be made to fit the two-door shell, there was no reason why the 110bhp twin-carburettor version of the engine should not be made to fit as well. This engine was already available in the 20000, Lux four-door models and in the 2000CS coupés, and so development work would be minimal. By March 1968, just two months after the launch of the original 3002, BMW were confident that a twin-carburettor version was a viable proposition, both technically and in terms of market demand. ‘That month, they announced that there would, in due course, be a twin-carburettor car called the 2002ti with a maximum power output of 120bhp. and a top speed of 185km/h (115mph). It is interesting to note that, at this time, the average ‘output of all cars registered in Germany was only 5lbhp. To cope with the additional power and torque, the ti version had reinforced swinging arms in its rear suspension. Wider wheels, with 5- inch rims instead of the 4.5inch rims that were on the standard 2002, gave a wider track which improved the handling, while there was also better stopping power from larger brakes. The front discs were both larger in diameter and thicker than those on the standard 2002 1600 Baur full cabriolet at the 02 Treffen, Baarlo, Holland. (the car pictured is fitted with non-original wider wheels).2002 Targa Top Cabriolet (Model 71) fitted with Model 73 wheels and door mirror: Pictured here with the targa lop fitted and the rear hood up, at the BMW Car Club (GB) 02 Register Treffen, Brooklands, England. The actual launch of the 2002t did not take place until October 1968, mainly because the production lines were already at full stretch to cope with demand for the standard 2002 and no spare production capacity was available. It was primarily for that same reason that no right-hand drive versions of the 2002ti were ever made. BMW Sales Director Paul Hahnemann had been favour of developing the basic four-door Neue Klasse models by means of body and engine variants since the middle of the 1960s, and without his support there might never have been a two-door body shell. Not surprisingly, he also lent his support to a proposal for a convertible derivative of the 02 models. The first design for such a model appears to have been drawn up in-house by BMW’s styling chief, Wilhelm Hofmeister. However, Hofmeister wanted to build a completely new bodyshell on the floorpan and running gear of the 1600 saloon, and his proposal was ruled out as being too costly. So BMW showed interest when Karosserie Baur of Stuttgart, who had built special bodies for BMW since the Thirties, offered to draw up a convertible version of the two-door 02 body. Seizing their opportunity, Baur also drew up plans for a fixed-head coupé version of the two- door shell, but BMW decided not to proceed with this after examining the prototype. The full convertible or cabriolet, as itis called, nevertheless scored a hit with BMW management. Baur’s Prototype was built from a 1600-2, and had a shortened rear end which was rejected, most probably on the grounds of cost. A modified version, using standard rear end panels, was displayed at the Frankfurt Motor Show in autumn 1967, and the cabriolet went into production in 1600 form in January 1968. Karmann's two-seat 1600 cabriolet, shown on the coachbuilder's stand at that same Frankfurt Show, never stood a real chance against the Baur 2002 Targa Top Cabriolet (Model 71) fitted with the optional early BMW five spoke alloy wheels. Pictured here with the targa top stowed in the boot and the rear hood down, Targa Top stored in the boot on purpose-built mountings which hold it above any luggage.2002 touring fitted with the late (Model 73) alloy wheels (often referred to as “bottle top” alloys). cabriolet and remained a one-off. (The Show car is nevertheless still used on the roads today, and is owned by an 02 enthusiast in Holland.) With the 02s well established as a range, and model expansion under way, BMW decided to use the bodyshell from the 1600 cabriolet as the basis of yet, another 02 variant. The single carburettor 100bhp. engine from the 2002 replaced the 1600 engine to give the 2002 full cabriolet. Production of this model began in January 1971. By this time, however, Baur must already have been working on the new targa cabriolet bodyshell for the 02 models, and it, is therefore quite surprising that BMW did not wait until the new shell came on stream that summer before introducing the open 2002. Perhaps the real reason was that there was sufficient demand for an open 2002 to persuade the company to get ‘one into production as soon as they could. The new targa bodyshell entered production in June 1971, and the 2002 full cabriolet was, therefore, only available for a period of around six months. In that time, just 200 examples were built, with the result that the 2002 full cabriolet remains the rarest of the 2002 range. All of the 1600 and 2002 full cabriolets were built in left- hand drive form, and none of them were produced to US specification. With four new models seeing the light of day in 1971, the 02 Series was now entering its most successful years. The gap between the 2itre 2002 and the “basic” model, by now referred to as the 1602, was filled by the 1802, while at the top of the range stood a 2002tii (the second “i” standing for “injection”) featuring a 130bhp fuel injected engine. This model took over from the twin carburettor 2002ti. There were two new body versions in 1971, the 2002 targa top convertible mentioned earlicr, and the 2000 touring. The “open air” 2002 targa top cabriolet model featured a removable rigid roof panel over the driver and front seat passenger and at the back, behind the rollover hoop, a soft roof folding hood with a builtin rear window. This allowed the enthusiast to drive the car open at the front with the rear seat passengers covered from the elements by the hood, in the grand old style of the Twenties or Thirties coupé de ville. Alternatively the car could be driven with both front and rear sections open, or the driver and front seat passenger covered by the removable targa top and the rear seat passengers left open to the elements. The touring was Germany's first estate saloon with a split bench seat at the rear. Styled by Giovanni Michelotti, the car combined the front end of the 02 Series with an entirely new rear section: instead of the conventional luggage compartment, the four seater touring came with hatchback design and was 12cm (4.7in) shorter than the saloon. Were BMW anticipating the trend towards hatchback saloons in years to come? The touring was available with all the engines offered within the 02 range, but right- hand drive versions were only available as single- carburettor 2itres. Unfortunately for American, enthusiasts, neither the targa nor touring models were made for the US market. Germany's first ever exhaust gas turbocharged production car was the 2002 turbo, which made its début at the 1973 Frankfurt Motor Show and was available in saloon guise only. Achieving a top speed of 210km/h or 130mph, this was the ultimate production car of the 02 series and was available for just 10 months. Turbos were, almost exclusively, in Chamonix white or Polaris silver. A few cars appear to have been produced in black, maybe to special order. All the turbo, models had lefthand drive, although none were produced for sale in the USA. In all, 1,672 were built The short production run of the fastest and most, powerful 02 ever built resulted from a stroke of fate and substantial turbulence in the oil ndustry. When threatened by the petroleum exporting countries with supply cutbacks, the Western world almost panicked, introducing speed limits and bans on motoring virtually overnight. The price of fuel in Germany increased from DM 0.70 to DM 0.90 a litre. High tech performance cars, such as the 2002 turbo, became victims of a new mentality. Still, it is definitely true to say that this turbocharged BMW was another trendsetter in the world of motoring. The 2002 turbo was not BMW’s only standard- setter in 1973, since that year's 02 was also the benchmark in terms of passive safety. Headrests and seat belts at the front - standard on US- specification 02s since 1969 - became standard for all markets, as did a special in bsorbing, fourspoke steering wheel. From outside, all 02 models produced after 1973 were recognisable by their rectangular tail lights and black plastic front grilles, instead of the round rear lights and metal front grilles of the earlier models. Production of the 02 reached its climax in 1974, one ye of the 3 Series, with a total production volume of 112,870 units. The introduction of the first 3 Series was accompanied by continuing production of the 1502. Powered by the same engine as the 1602 but now with a lower compression ratio. The 1502 proved very successful, and no fewer than 71,564 units of this car, retailing in Germany at DM 11,900, left the Munich production plant by 1977 BMW's Chief Executive Officer, Eberhard von Kuenheim, remarked in an interview he gave in the spring of 1976 that 80 per cent of all 1502 buyers had previously owned another make of car, r prior to the European launch The overwhelming success of the BMW 02 Series remains a phenom story of success very rare in the car industry. Even many years after the end of production, the 02 still thrills BMW enthusiasts. The 02 models were acknowledged as the epitome of the compact sports saloon, and the same can still be said of them today, even though production ended a long time ago. So the first post-war, two-door BMW continues to enjoy a great reputation, not only on account of its outstanding performance, but also for its excellent reliability in everyday motoring. on to this day, a Production of the 02 averaged almost 70,000 units a year over its 12-year lifespan, most of these cars being almost identical, with the exception of the convertible and touring models produced at the time in very small numbers. In the mid- Nineties, annual production of the latest 3 Series is nearly six times this number, at around 400,000 cars a year.RECOGNISING THE MODEL VARIATIONS In Europe the 02s split easily into pre-71, Model 71 and Model 73 types. However, Federal regulations made things much more complicated in the USA, and so itis, easier to describe the European 0s first and list the changes on the American specification 02s separately. A. European model variations Many would-be 02 enthusiasts become confused about. the model changes over the 02s’ production period between 1966 and 1977. In simple terms the model, types for European 02s are: Pre71 All models produced up to around mid-1971 (round rear lamps, all chrome bumpers). Model 71 All models produced between mid-71 and August 1973 (round rear lamps, rubber protection strips to ‘bumpers and sides), Model 73 All models produced after August 1973 (rectangular rear lampsand black plastic front side grills). In the UK, many 02s were not registered until a couple of years after their build date. The UK's suffixletter registrations reveal registration dates and are commonly used as a rough and ready way of dating cars, so the apparent conflict often causes confusion. In fact, there are two good reasons why a car may have been registered late. The first is that many righthand drive 02s were purchased in Germany by members of the British armed forces who were stationed there. When they purchased an 02, it was initially registered with a BFG (British Forces in Germany) number. ‘When the owners returned to the UK after their tour of duty, they brought their cars back with them and. had to reregister them with contemporary UK istrations. The second reason is that specialist models, such as the Model 71 targa top cabriolet, were ‘extremely expensive in the UK (nearly the price of an Exype Jaguar), and the cars often hung around in the dealers’ showrooms for some considerable time before being sold. European Pre-71 models The first 1600-2 models were fitted with 6volt electrics, but a 12olt system soon took over. The change took place in mid-1967, Itis reasonably easy to determine whether an 02is a pre71 model. Outwardly 02s produced before 1971 differ from the later Model 71 and Model 73 cars by having all-chrome bumpers front and rear. The rear corner bumpers are also shorter at the side than the later bumpers. 02s before 1971 were supplied without the lower side waist moulding along the side of the front wing, door and rear wing. These side mouldings became available later, and many of the pre-71 models had these beneficial accessories added later as they protected the 02 doors from parking dents. Plain steel wheels with two-piece hub caps were fitted until 1969, when the hub caps were changed to a one-piece design which continued on the rest of the pre-71 and Model 71 cars. Tinted glass became an option from late 1969. The pre-71 dashboard is in three parts and has very Sixtieslooking instruments with chromed plastic surrounds. In the early pre-71 models, the rake of the seat backs was adjusted by a small knob rather than the later lever; i backs could be locked in five different positions. Headrests, when introduced, were an option. The centre console ended forward of the gear lever and the gear lever rubber boot was round. Around January 1969 the long-nosed differential on all models was changed to a shortnosed type, and rear drive shafts with constant velocity joints replaced the earlier universal Hooke joint type. Brakes were also modified, with a twin circuit system (for safety), and rear brake drums were increased from 200mm to 230mm in diameter with the exception of the 1602 models. Model 71 Lower side waist mouldings were fitted as standard. Rubber bump strips were added to the front corner bumpers and to the whole of the rear bumper. The side sections of the rear bumpers were longer than on the pre-71 models and extended to the trailing edge of the rear wheel arch. Dashboards were now made in just wo pieces (upper and lower), and the instruments were made to look more modern with the removal of the chrome. The centre console was lengthened and a square, rubber gear lever boot replaced the earlier round one. September 1972 saw the 2002 and 2002tii type 121 cylinder heads changed for the E12 cylinder Pre-71 Model Note the lack of side and bumper protection strips. 1600s had “all-bright” alloy grilles at the front, whereas 2002 models had “bright and black” alloy grilles. Pre-71 dashboard - typically 1960s in style, with plastic chrome instruments ‘and chrome embellishment to the front of the dashboard.Model 71 - Like the pre-71 model, plus longer rear side bumper corners ‘and protection strips to the bumpers and side Model 71 Dashboard - stark black with very little chrome. The dash pictured is of a 2002tii which had 4 centre clock, as did the 2002ti model. (The steering wheel pictured is non-original) 2002 turbo - Instrument binnacle showing the 150mph speedometer fitted to examples of this car destined for the UR. head, which had a new triple hemispherical combustion chamber configuration. This cylinder head also had the larger 2002ti inlet valves (46mm) for the 2002 model. At the same time the black plastic inlet “banana” pipes on the 2002ti were changed to more reliable aluminum ones without the leak prone rubber “O” ring seals Model 73 ‘The bumpers were the same as the Model 71. The steel road wheels were widened from 4.5in to 5i and had small (2in) hub caps and oblong ventilation cutouts in their faces, a styling feature that many manufactures added to their cars in the early Seventies. The major visible change on the Model 73 02s was the replacement of the distinctive round rear light units with rectangular rear lamps. Black plastic front side grilles replaced the earlier alloy versions to give the frontand rear of the cara more modern look. When BMW launched the Model 73 cars they ed the dashboards and made the left- hand drive cars with a one-piece dash, but the righthand drive cars still had the Model 71 two- piece dashboard. On both the LHD and RHD models a “wooden” surround was added to the instrument panel and all the black instruments included a white cross in the centre of their dials. The indicator stalk was moved to the left of the steering column, whereas previously itwas on the right. This was carried out w conform to an agreement made by the International Standards Organisation. Intermittent wipers became a standard fitment, and a new fourspoke steering wheel was added, with a padded centre. moder The Model 73 seats were more comfortable than the earlier types and were contoured to fit the driver. Their adjusters were also modified and the seat hinge was covered by black plastic coverModel 73 European Specification - black plastic front side grilles and the distinctive round rear lights had been replaced with “square” (actually rectangular) rear lamp units Model 73 Dashboard - wood trim surrounded the newer style instruments. The model pictured is a 2002 Lux which was fitted with a wood surround to the ashtray and a centre clock as in the 2002tii models plates. Carpets were now one piece, moulded to fit the car. A Lux (luxury interior) option was available for the Model 73 cars and included velourcovered seats and a pullout centre arm rest in the rear seat back. The Lux door trim pads were fitted with map pockets and wood cappings, and the ashtray also had a wood surround to match the wood on the instrument panel which was standard on all Model 73 cars. A “soft feel” steering wheel and velour carpets were also part of this Lux package, as was a carpeted panel behind the rear seat back. (It is interesting to note the chassis numbers of the Lux models are included in with the standard models and there are no records of which cars were Lux models.) European Automatic 02s Automatic transmission was only available on the carburettored cars. The first 2002 automatic was built in January 1968 and the last European specification 2002 automatic was a RHD car built in October 1975. One hundred 1802 automatics were built for Israel, although the reason is not clear. B. US Specification 02 Models The 02 was available for longer in the USA than in Europe. There were many changes between September 1967, when the 1600-2 was introduced, and July 1976 when the last of the USA specification 2002s and 2002 automatics came off the BMW production lines. Pre 71 - US Specification 1967 The first 02 models to be built for the US market, were the 1600-2s, and all wore “1600” badges. There were 2,153 built by the end of the calendar year. Some individuals, no doubt, imported carlier European models before this date. BMW actually built two USspecification 2002s in 1967. These were perhaps used for crash testing and in the production of the US sales brochures. 1968 Production of the US version of the 2002 started in earnest in February 1968 and 20,000 were built up to January 1971. Emission controls on the car were basic, consisting of air injection - fresh air pumped into the exhaust to burn previously unburnt hydrocarbons. The air pump was beltdriven from the crankshaft pulley and is commonly called a “smog pump”. This pump was actually manufactured by General Motors and was used on some Chevrolets of the era, Another part of the system was the diverter valve, which earned the nickname of “gulp valve” because of the noise it made when it failed! All USspecification 2002s came fitted with a rev counter, reclining seats, bumper overriders front and rear, chrome exhaust tailpipe trim and vinyl upholstery. These items were part of the standard specification, although theoretically they were actually options. ed after January 1969 were slightly different. US Federal regulations required headrests and side reflectors on the front of the car, Both the '69 and '70 models were fitted with the infamous “spaghetti” seat belts. Hub caps on the "69 02s were painted silver to give them a “sand-blasted” look. This paint only lasted a year or two so most owners stripped it off and polished the hub caps to make them look like the later polished stainless steel type. The 2002 automatic was introduced to the USA in May 1969. Early in 1969 the two-piston front brake calipers were replaced with the fourpiston type, and dealerinstalled air conditioning became available. Several kinds were used, Frigiking being the most common. 1970 ‘The front indicator lamps were replaced with the “bulge” type, and the centre indicator lens on the round rear lamp was changed from red to amber. Heated rear windows were introduced as a limited availability option (theoretically these were an option in 1969 as they are actually listed, in the '69 catalogue), but it is very rare to see any °69 02 with a heated clear glass rear window. This was the only change besides the vapour recovery system for the fuel tank, and some subtle changes to meet new Federal regulations. In 1970 most of the US cars were fitted with a black metal-spoked, leather-covered steering wheel, as used on the European 2002. The story goes that BMW's steering wheel manufacturer had problems, cither a strike or a fire, and so BMW had a shortage of standard steering wheels!USA specification 1600 showing the early type of US rear bumper with overriders. 1971 The “spaghetti” seat belts were replaced by belts which buckled to a metal loop between the front seats. A larger exterior mirror was fitted and the rear side markers were illuminated. A nitrous oxide (NOx) line was added to the pollution controls. It appears from the chassis number records that the first 20,000 US specification 2002s had been built and sold by January 1971, and that BMW decided to manufacture another 2,069 2002s before the “Model 71” 2002 was ready in April of that year. Model 71 - US Specification 1971 ‘The Model 71 02s were similar to the European models. April 1971 saw the 1600 discontinued in the US market and August saw the introduction of the 2002tii, which was classed as a 1972 model 1972 By mid-'72 the 02s were fitted with inertia reel seat belts. In the same year the 2002 single-choke Solex carburettor was replaced with a twin-choke version and the cylinder head replaced with the E12 cylinder head with its “triple hemispherical” combustion chamber design. These head and carburettor modifications cleaned up the exhaust emissions enough for BMW to drop the air pump and its associated plumbing. Instead, a small “cyclone” (exhaust) filter was installed with one- way valves and EGR (Exhaust Gas Recirculation). By removing the “smog pump” and installi more advanced pollution controls, BMW made the 02s much more drivable, at the price of a finicky carburettor with a poor automatic choke 1973 In early 1973 an illuminated sign “FASTEN SEAT BELTS” was attached to the top of the dashboard and a buzzer was added to warn the er and front passenger to fasten their seat belts. The seats included interlock switches which would not allow the engine to be started unless the passenger seat was vacant or both the driver's and passenger's seat belts were fastened. These switches were usually disconnected within weeks of ownership, as they could not distinguish between a passenger and a bag of groceries! The heater controls on the dash became illuminated and were labelled in English. The bumpers were moved out about an inch at the front and two- and-a-half inches at the rear; the brackets that held them were also made stronger in order to meet the new 2.5mph bumper standard. The '73 02s are the only chrome bumpered US cars to have the “low” pointed overriders, making them easy to recognise. 1974 (Model 73) - US Specification September 1973 saw the introduction of the “Model 73” cars, which in the USA are 1974 models. Confused? You will be! From here on the US model variations become even more perplexing. The face-lifted 02s introduced in September 1973 were fitted with large protruding alloy bumpers to comply with 5mph Federal bumper regulations, These added almost 10in to the overall length of the car. In other respects the 1974 models were very similar to their European equivalents, with the exception of the emission controls. A new distributor was installed along with some other minor emission controls, and this was fitted with vacuum retard rather than vacuum advance. Many of the air conditioning units in the Model 73 cars were made by Behr in Germany and were dealerinstalled. Frigiking and Clardy types were also popular, (It is very unusual to find any air conditioning on the European models.) There were only very minor changes to the 2002, 2002 automatic and 2002tii during the 1974 model-year run. The production of the US specification 2002tii ended in December 1974. 1975 (Model 75) - US Specification Although the US 02s are called Model 75, production started in July 1974 for the 2002 and in August for the 2002 Automatic; all were sold as "75 cars. These Model 75 cars had unrealistic levels of anti-pollution controls. The infamous thermal reactor (which choked the life out of the ine) made its appearance. The engines would run happily on regular fuel, but they had low life expectancy, even if well maintained. The tailpipe exit was moved from the right-hand side to the centre. The only good news for prospective owners of the "75 cars was that the unpopular seat belt- operated starter inhibitor had been discontinued, 1976 (Model 76) - US Specification The first 10,000 “Model 76” 2002s were produced between September 1975 and February 1976. The 2002 Automatic was built between September 1975 and July 1976. A further 5,584 2002s were built between February 1976 and July the same year. These Model 76 02s were a great improvement over the Model 75 cars as the emission controls were reworked with the elimination of the thermal reactor, except on cars bound for California. A new cylinder head (E21, as fitted to the 3 Series 320 four-cylinder) was introduced. The differential ratio was lowered from 3.64:1 to 3.9:1 to improve acceleration, although top speed suffered. Californian 2002s, however, kept the original 3.64:1 axle. Velour seats were introduced along with velour carpets. These were most likely left over from the European Lux models that ended production jn 1975. Prior to 1976, very few US 2002s had cloth seats, probably because importer Max Hoffman. ordered all of the cars with vinyl interior trim asa “mandatory option”. A batch of 200 US “Model 76” 2002s was supposedly built at the end of the model run. They were all Polaris silver with red leather interiors, alloy wheels and electric sunroof. However, no trace of them has been found, and both leather upholstery and electric sunroofs are an unheard-of option in the USA! It may be that these 200 cars were advertised in the USA but never built, and the recent discovery of a large quantity of red door armrests in a warehouse in mainland Europe tends to support this theory.Model 74 USA Specification - as per the Model 73 European version but with the addition of large alloy bumpers, side marker lamps and “bulging” front indicator lamps. CHAPTER TWO BUYING A SUITABLE 02 THE MOST SUITABLE MODEL FOR YOU ? We would all like to own one of the full cabriolet models on those nice, warm, sunny days. A turbo for when we have a chance to drive on derestricted German Autobahns with litde other traffic about. A tii or modified 2002 for fun motoring at weekends, and maybe a nice comfortable 2002 LUX model for travelling to work and city driving. Unfortunately most of us cannot afford to have a garage full of 02s to choose from, so we have to make the sensible choice of one or maybe two examples. If your 02 is to be your only car for transport, as well as enjoyment, it would be most prudent to choose a saloon or touring. If your 02 is to be a second car, for fun and enjoyment, the choice is wider, from the 1600 full cabriolet model to that ultimate driving machine the 2002 turbo. The choice will depend on the size of your wallet! Presumably, as you have purchased a restoration, guide book on the 02 series of BMWs you already have one of these cars or may be considering purchasing one to restore yourself, or to have restored by a friend or specialist. My first word of advice is: DON'T! It is cheaper by far to find either a low mileage car which has led a cossetted life s ice new, or a car that some owner has p: with the aim of long-term ownership, only to find that he cannot afford to keep his pride and joy due to unforeseen circumstances. Unfortunately, however, both of these types of cars are very difficult to find, if nigh on impossible. Genuine low-mileage cars are very rare indeed, and most 02s will now have covered 100,000 miles or more. Consequently you will have to go for the best car you can find in your price range. stakingly restored Surprisingly, the best bargains can be found in local papersand by asking around. True, you are not likely to find a turbo or full cabriolet in the local paper, but you may come across a low mileage, family-owned saloon or touring in the classified adverts. Other places worth a try are 02 specialists, classic car magazines, auctions, and 02 club meetings. WHAT MODEL TO BUY? As you can see from the list of 02 models and variants at the beginning of this book, there is a wide choice available worldwide. Realistically, however, the choice is rather more limited because not every model was available in every market. The UK may have been BMW's second largest market, but the 02s sold there were limited to the 2, 1602, 2002, 2002 automatic,e yl em eee | I ee |) | a SM | Be ee 3 3 gi] s | sp] 2t | 42] 8 4 40) #1] 3 | a3] 2 | ei] 4a | of 8 ; = g g? g Be 41| 3 Al | 82 | a! | 84 1502 18 80 1573 30 2 6 2 1 1600 12 85 1573 Ec 9 5 3 15 160081, 10 105, 1573 25 4 4 6 3 1602 (Mod 71) 12 85 1573, 28 9 5 > 1602 (Mod 73) 12 ‘85 1573 28 g 5 3s 1802 (Mod 71) i 90 1766, 27 9 5 4 1802 (Mod 73) i 90 1766, 27 9 5 = 1802 Auto (Mod 73) 13 90 1766 26 9 5 4 2002 (Pre 71) 10 100 1990 2 > 5 6 2002 85 115 1990) 23 4 4 7 2002 (Mod 71) 10 100 1990) 25 9 BD 6 2002 (Mod 73) 10 100 1990) 25 9 8 6 2002 Auto (Pre 71) 13, 100 1990, 23 8 5 4% 2002 Auto (Mod 71) in 100 1990 23 8 5 4 2002 Auto (Mod 73) i 100 1990 25 5 5 4 2002 tii (Mod 71) 8 130 1990 30 3 4 7 2002 tii (Mod 73) 8 130 1990 30 3 4 7 2002 turbo 7 170 1990 20 1 1 9 ‘1600 touring (Mod 71) 2] 65 | 1573 | 38 9 5 3 1602 touring (Mod 73) 12) 85 [1573 | 38] 9 3 3 1800 touring (Mod 71) 103 IL 90 | 1766 | 27 9 5 4 1802 touring (Mod 73) 103 [1 90 | 1766 | 27 9 5 4 2000 touring (Mod 71) 106 | 10 | 100 | 1990 | 25 9 5 6 2002 touring (Mod 73) 106 | 10 | 100 | 1990 | 95 9 5 6 2002 touring ti (Mod 71) 5 8 100 1990 30 3 4 iy 2002 touring tii(Mod 73) 115 8 100 | 1990 | 30 3 4 z 2002 full cabriolet 106_|_11_| 100-| 1990. | 25] 6 [2 = 1600 full cabriolet 100 12 85 1573, 28 6 2 8 2002 targa (Mod 71) 106 | i T00_| 1990 | 25 i 3 6 5 2002 targa (Mod 73) 106 | 11_[_100_[1990_| 35 i Zi 6 5 USA 1600 (Pre 71) 100 12 85 1573 28 9 5. 3 2 USA 1600 (Mod 71) 100 12 85 1573 28 9 5 3 2 USA 2002 (Pre 71) 106 i 100 1990 25 9 5 6 = TSA 2002 (Mod 71) 106-|_10| 100-| 1990 | 95-| 9] 5 | 6] 3 USA 2002 (Mod 74) 106 10 100 1990, 25 8 5 6 z USA 2002 (Mod 75) 106 i 100 1990, 25 8 5 6 = ‘USA 2002 (Mod 76) 106, i 100 1990 25 7 5 6 2 USA 2002 Auto (Pre71) 106_| 18 | 100-|-1990-[ 23] 9 3 3] 2 USA 2002 Auto (Mod 71) 106 i 100 1990 23 9 5 a 2 USA 2002 Auto (Mod 74) 106 i 100 1990 23 8 5 5 2 USA 2002 Auto (Mod 75) 106 i 100 1990 23 6 5 5 2 USA 2002 Auto (Mod 76) 106. i 100 1990 23 7 5 5 = USA 2002tii (Mod 71) M5) 9.8 130° 1990 30 5 4 7 4 USA 2002tii (Mod 74) 15) 95 130, 1990 30, 3 4 6 4 This table shows the various models of 02 and engine performance of each type. Ik may help your decision. 2002tii, 2000/2002 touring, and 2002 targa top cabriolet. In addition, about thirty left hand drive 2002 turbo models were imported. As for the USA, only the 1600-2, 2002, 2002 automatic and 2002tii models were made available. Even in Germany, the 02 models are becoming a rare sight. You are more likely to see 02s on the road in Holland, where they have a big following amongst BMW enthusiasts. The major populations of 02s around the world appear to be in the USA, Japan and the UK. Estimates are that there are around 10,000 in the USA, 5,000 in Japan and 5,000 in the UK. Perhaps another 15,000 survive in the rest of Europe. 1502 The 1502 is the cheapest model to buy, insure, maintain and run. The car has the same looks as other 02s except for a lack of waist moulding tims, and window surrounds which are black instead of bright metal. The 1502 models were numerous in mainland Europe at one time, and have been the basis for many customised and modified left-hand drive 02 1602 Like the 1502, the 1600-2 or 1602 is one of the cheapest 02s to run and insure. Low mileage, well maintained examples can sometimes be found. These low performance models were often purchased new by older and retired folk who looked after them and had them regularly serviced at BMW dealers, whereas many of the 2002s and the majority of 2002tii models were driven hard. The 1.64itre engine in the 1502 and 1602 models has 15% less power than the single-carburettor 2002 engine, but acceleration from 0 to 60mph takes ‘only two seconds longer because of the smaller ‘engined cars’ lower back axle ratio. However, the top speed is only 100mph compared to the 107mph, of the 2002. Handling is also not as good as the 2002 models because the 1502s and 1602s came as standard without anti-roll bars front and rear. However, the mountings are there and fitting of anti-roll bars is easy and highly recommended. 1802 In mainland Europe, due to taxation on engine capacity, the 1802 with its 1,766cc engine was popular. The engine used the same 89inm diameter pistons as in the 2002, and the crankshaft from the 1602. Nearly 87,500 were built, including the touring bodied versions, although none of the 1802s were ever officially imported into the UK or USA. 2002 ‘The single carburettor version of the 2002 has excellent performance, even by today’s standards, and the simple running gear, reasonable costs of maintenance, and a good quantity of cars to choose from all make the 2002 a suitable classic car to run as everyday transport. The parts supply from BMW and 02 specialists is excellent, as well as there being a plentiful supply of used parts on the market. There are few drawbacks to this model unless you desire a more powerful 02, such as the ti, tii or turbo. The standard 2002 has a top speed of 107mph, an acceleration time of 0 to 60mph of around 10.6sec and a fuel consumption in the region of 25 to 30 miles per gallon, depending on how heavy your right, foots. Even the Mark 1 Lotus Cortina, thought of by many as the ultimate sports saloon of its time, was tested by Autocar magazine in 1970 at Msec to ‘60mph and a top speed of only 104mph. The 2002 was no sluggard by any means. . 2002ti The twin carburettor 2002ti was only available up until 1972, and only in LHD form. This model was, never imported into the UK or USA, although quite a few have been created from 2002s by fitting twin side-draught carburettors. The 2002ti is more sophisticated than you might expect, and its twin sidedraught Solex 40PHH carburetors seem more flexible than their aftermarket Weber and Dellorto equivalents. They pick up smoothly and without, any obtrusive “roar”, to the extent that only the performance hints at the presence of twin side- draught carburetors. When the 2002ti ceased pro- duction the fuel injected 2002tii took over from it. 2002tii ‘The 2002tii model is the most popular in the 02 range as it has very high performance with good fuel economy. The cars are in good supply in the UK and USA, but it is surprisingly difficult to find good examples in Germany; BMW appears to have exported the majority of them. You often have to pay around twice the price of a 2002 for a nice example of a tior ti. The fuekinjected tii models were fitted with an excellent mechanical fuel injection system thatproduced a power increase of nearly a third (100bhp. to 180bhp). The performance over 4,000rpm is quite startling, especially for a car of the early Seventies. The fuel is injected into the inlet manifold at around 500psi, which is getting on for ten times the injection pressure of most modern electronic systems. This high injection pressure ensures good atomization of the fuel. In addition the ti fuel injection is fully sequential, meaning that the fuel is injected into each cylinder in turn, whereas most of the later electronic fuel injection systems have all the injectors spraying at the same time. Before you decide that you really must have a ti, itis, wise to consider carefully your reasons for wanting an 02. If your requirement is for an everyday car to use often in town, you may do better buying a single carburettor model 2002. The torque characteristics and pulling power are greater at low revs with a single carburettor 2002. So, for example, if you slow for a sharp corner or roundabout in a 2002, you can take the corner easily in third gear; a 2002tii, by contrast, really needs to be in second gear. Once the tii engine gets over 4,000rpm, however, the dust flys and you really get a move on. With a top speed of 116mph and a 0 to GOmph time of 8.3 sec (US spec tii’s 8.9sec), this model is definitely no slouch. Surprisingly, the fuel consumption is also better with the injected model, and it is not unheard of to obtain an average of 35mpg. Automatics The 2002 automatics are not as desirable as the manual gearbox cars, because they do not have such a sporty feel. The ZF automatic gearboxes are reasonably reliable as long as they are not abused and the auto transmission fluid is changed from time to time. In Europe, all the pre-71 and Model 71 automatics were fitted with the single choke carburettor, while the Model 73 cars had a twin choke Solex, similar to the carburettor fitted to the US specification 2002s from 1972. Cabriolet, Touring and Turbo Full cabriolets and 2002 turbo models can command four times the price of a good 2002 or twice the price ofa tii, The hatchback touring models seem to be of less interest to 02 enthusiasts, although personally, I find the touring a most useful and versatile vehicle. US Specification 02s Amongst the US Specification 02s you will find that the round tail light "72 and "73 cars command the highest prices. They offer good performance and several improvements over earlier models. The Model 73 (1974) was not a good period for 02s in America, however, because Federal regulations and safety standards left their mark. The interiors were inferior, the cars were slower and more liable to expensive mechanical failures. Model 75 (1975) cars should probably also be avoided if a restoration project is being contemplated, because of their much-dlisliked thermal reactors and a tendency for high oil consumption. The 1976 (Model 76) 2002s are quite desirable to own, They were smooth, had ow oil consumption and BMW had finally ironed outall the faults. WHAT TO LOOK FOR WHEN BUYING AN 02 Bodyshell The 02 body shell is of a monocoque construction using metal pressings welded together at the factory to make a strong structure. The designers allowed a factor of safety for the strength of the shell, so do not panic if you see a little rust, The rust does take its toll, and if neglected the 02 bodyshell, like other steel bodied cars of the Sixties and Seventies, can rot away quite quickly. The cabriolet and the hatchback touring models are more vulnerable to rust than the saloons, 02 Rust Points Itis always wise to have a good look under the car, when contemplating purchasing an 02. Pay special attention to the mounting points for the rear suspension subframe around the rear inner sill area. The rear subframe is bolted to the bodyshell with mountings consisting of rubber sandwiched between metal (known as Metalastik mountings), and the rubber can perish and even break away from the metal. Also look where the rear of the differential bolts up to the shell. The body around this mounting sometimes rusts. The rear differential mounting is also. rubber mounted, and the rubber can perish with age. It is advisable to check the metal box section above the rear springs, although this is difficult to see without the rear wheels removed. In the Seventies, rust proofing was in its infancy, and usually there was no rust protection inside this box section, where the rear springs and rear When original sills rather than aversills are fitted, you should see the join under the door, just in front of the rear wing (vear quarter panel). When non-original sills (over sills) have been fitted there will be no join showing between the sill and the rear wing (rear quarter panel).1. Front Pant Onter 2 Front Pane Complde 3. Bary Tay 4, Foto Sie (5 rot Strat Tp pair Pane Fron Wing Mounting Bond 10. Frnt Wing 12 Dror Hinge Pont - Reps Pont 14, Flr Pug 15 Prt Far Pan 17, Rear Fo Pes 21, Handa Leer Msintng Plate 23. Rear Oe Wht Honsing 25 Roar Spring Top Mount Repair Pane 27, Rear Whe Housing Repair Pant 29, Door Slt 3 Dor Shin 23 Dar Stn Ler Section 135, Dat rome Batom Repair Panel 236, Rea Wing Saloon 4 Bot For Pane ‘4 Rear Pane! >71 71> (ound rar leaps) 42. Rear Pane 7 (yur er lamps) 43. Ror Wing Ler Rea Crner 45. Whe Ach Oe Bir Pane 47 Rear Whe Ach Ian Reis Panel 48, Si Pant Ian ‘5, Cabri Sit Reinfocaent 53 Si Pana Original 55, Ove pir Pone 57, Si facing Pont (0, Rear Sulfeme Mov pair Pane Exploded drawing of the panels and repair panels available for the 02 models. © Jaymic Ltd shock absorbers are mounted. Water gets in and runs between the original spot welds, and you will often see a line of rust, visible from within the boot area, where the spring mounting panel joins the inner wheel housing. In extreme cases the top of the spring can disappear into the underside of this box. The volume of winter road salt used in the Northern USA and Europe makes this area a very vulnerable rust spot. Whilst looking in the boot area it is worth lifting up the spare wheel covering board, removing the spare wheel and looking at the condition of the boot floor panels. It is not unheard of for the spare wheel to drop out. If you suspect that the area around the fuel tank is rusted, you can cither inspect this area from the underside of the car or remove the covering board, using a small screw driver to remove the self tapping screws which hold this panel in place. Whilst looking at this area, check the fuel tank itself for leaks. The fuel tanks are made from two sheet metal pressings and are electrically seam welded together to form the tank. This tank was bolted to the boot floor using sponge foam as a gasket between the body and the tank. This sponge was not “skinned” as are the door and boot seals, and so absorbs water. This water penetrates the fuel tank seam and causes leaks when the tank is more than half full. If replacing the fuel tank on any of the 02s it is advisable to do away with the original foam and replace it with a suitable body sealer, or closed cell insulation foam strip. Sills can be a problem and it is sometimes very difficult to know whether or not the sills have been replaced, either with cheap pattern oversills or with the much better, and heavier, genuine BMW sill panels. On this occasion “genuine” and “pattern” are misnomers, as both types are available from BMW. The oversill panels are a combination of the front parts of the rear wing and the outer sill panel under the door. By conuast, the genuine sill panel is the outer sill under the door area, but then disappears behind the rear wing panel to become the strengthening member for the rear subframe mountings. The difference in weight and gauge of these panels is surprising when they are compared: an original type sill weighs in at 3.3kg whereas the pattern type is only 24kg. Unscrupulous owners and restorers sometimes use this pattern sill to hide up the structural rust damage to the rear section of the strengthened original sill. From the outside the sill looks perfect, but a year or two later, your immaculate looking 2002 starts to handle peculiarly and to wander about the road. You can sometimes ascertain if the sills on an 02 are original, or have been replaced with original specification items, by checking if you can see the join between the rear wing and the sill. On original, or properly repaired examples, there should be a join line just under the rear of the door. As the oversill repair panel is a combination of the two panels there will not be a join. If you find that the car you are looking at has a pattern oversill panel, ask yourself, “If somebody repaired this car using a pattern oversill, where else has he or she cut corners? Floor pans rust in both the front and rear of the car. As the original floor is covered by heavy bitumastic pads to deaden vibration and road noise, it is difficult to know if rust has attacked the floor under these pads. The front and rear floor pans have a total of four large-diameter plugs, which were used for draining the body shells in the factory after dipping. These are a rust trap and are best left out if replacing floor pans. The replacement floor pans available today have the pressing for the plugs, but these are not cut out. If you are a stickler for originality, then you can of course cut out the hole and fit the original type plugs. f There is often rust trouble where the sills join the front bulkhead and footwell sides. This rust results in water leaks, sodden carpets, and eventually yet more rust. There is also a plate under the front corner of the floor pan which was used in the factory to support the bodies when they were transported around the factory. This plate has no use now and is probably better left off because itis a rust trap. Most 02s have sound front chassis rails (the box sections that are fixed to the underside of the floor, below the feet of driver and front passenger) These rails also support the front sub-frame. Inspect them carefully where they join the floor, as on some examples- mainly later cars- they do suffer from rust (USA Model 76 cars are especially prone). On LHD. models a leaking master cylinder or brake fluid reservoir can strip any paint and rustproofing around the lefthand chassis rail, allowing the box section to rust badly from the inside.‘The front wings bolt on, although the join between the front panel and the wing was originally brazed and lead-loaded just above the headlamps. Front wings tend to rust from the inside out, just above the direction indicators, and close to the door, where the inner part of the wing is joined to the outer part. You will find that when the front wings are removed, the inner wing strengtheners (sometimes called front wing mounting bands) are rotten, along with the bottom section of the “A” post, It is important when looking for a good example of an 02 to put your hand up behind the front wings and check for “crumbly” metal. ‘The front panels are very much prone to “golden body lightener’, “tin worm’, rust, call it what you like. One of the main areas on the front panel is the rust trap at the front, where the top of the front wing joins the front panel, adjacent to the direction indicator lamp. A build-up of mud and salt causes bad rust and perforated metal to the side of the front panel by the headlamps. This section is not available separately but comes as part of the outer front panel, as well as with the complete front panel. The other area prone to rust is the cross member under the radiator where the radiator overflow pipe is situated. The original overflow pipes were too short, and dumped coolant onto the cross-member, with inevitable results. Where the fresh air for the heater comes in through the rear bonnet grille there is a “plenum chamber" this isolates the engine compartment from the heater and interior of the car. Water from rain and car washing can come through the vent in the bonnet and lie in this box. Three rubber “socks” act as one way valves to drain any water from this area and still isolate the air for the heater from the fumes in the engine compartment. Many ‘owners do not realise the reason for these rubber socks and let them become blocked with leaves and dirt. Water then has nowhere to go, and either lies in the chamber until the bottom rusts out, or overflows into the heater matrix and through to the interior. Bither way you get wet fect. Doors are a rust trap and the bottom frame of the door corrodes where the outer skin joins it. Doors are repairable, as repair parts and skins fare available from specialists, but it is worth considering new, genuine doors as the price may be cheaper than repairing the old ones. Cabriolets have even worse rust problems than the saloons. Be very wary of buying a fully restored full or targa-top cabriolet if there are no photos or bills for substantial repairs to the sills, rear wheel housings and floor areas. The original Baur design allowed most of the water drained from the fabric hood to be diverted by a rubber seal to run down the outside of the rear wing. The idea was similar to that behind the seal against the wind-down door, glass windows, Unfortunately rubber does not stay very flexible for long, and some of the rain water runs down inside the rear wing, to collect in the box that supports the folded hood frame on either side. Baur got over this problem by adding to the bottom of the box a drainage pipe and plastic hose which extended down to the sill area. The water then drained out from the hose into the sill, cavity and was meant to exit via the small slots found along the underside of the sill panels. This, was fine in theory, but as the cars became older the drainage pipes from the hood frame boxes became blocked with leaves and other debris, the hood frame box would fill with rain water and overflow. into the floor area under the rear seat. Even if the small drain hole in the bottom of the hood frame box did not block, or the owner regularly cleared, the drain pipe, the water drained through the plastic hose into the sill cavity. The small slots at the bottom of the sills would ultimately block and the water would then be trapped inside the sill cavity until the sills eventually rusted through at the weakest place - which was usually the area around the rear subframe mounting. 02s fitted with the factory fitted sunroof suffer in the same way as the original rear drains terminate in the same area. ‘The rare, full cabriolets do suffer from a little scuttle shake even when the monocoque is perfectly sound. This can be seen when travelling over bumpy roads and looking at the boot lid in the interior mirror. The boot lid appears to shake or move. The Baur targa shell is more sturdy and there should be no problem with scuttle shake as the permanent “targa bar” helps to preserve torsional stiffness. ‘The touring models are well worth inspecting closely for rust and distortion. Not having a rear bulkhead like the saloon models they have an extra metal framing between the two rear wheel housings. The welds on each side often crack which in return means that the torsional stiffness of the bodyshell is affected. Major repairs to the touring model bodies can be expensive because rear wings, rear panels and boot floors are not available. Repair panels can be had for the rear wheel arches, but they re expensive when compared to the saloon arches as they are hand made. Rear hatches are also expensive and suffer from the dreaded rust in the same way as 02 doors ENGIN! The engines in the 02 cars all share the same basic design, and even the camshaft is the same for the 1502 through the range to the 2002 turbo. The only exception to this is the Model 76 US specification 2002s which had a camshaft with different valve timing. The engines are excellent units, and did much to rebuild BMW’s reputation in the Sixties. A well-maintained engine should reach well past 100,000 miles before it needs major attention. Problems are caused by neglect. When buying, look out for oil leaks, dirty oil and signs that the oil filter has not been replaced regularly. Check, too, that the cooling system contains anti- freeze or corrosion inhibitor. The big six-cylinder BMW engines have a reputation for excessive camshaft wear, which is. readily recognisable by a characteristic tapping noise. Camshafts on the fourcylinder engines do not suffer from the same weakness, but noisy engines may be found to have worn rocker shafts and/or worn rocker bearings. Pre "71 especially suffered from worn rockers as they were not fitted with replaceable bushes. Listen out for noisy timing chains, too, and watch for oil pressure lights that stay on at tick over. Valve stems, valve guides and valve oil seals all eventually wear, giving a telltale sign by producing clouds of unburnt oil smoke if the driver lifts off the throttle pedal after running the engine at high revs and then puts his foot down again. The reason for this is that the quantity of oil being pumped from the oil pump to the top of the engine at high revs is more than can drain back to the sump (until it gets up to a certain level). As the 02 engine is canted 30° towards its exhaust side, the valve guides and seals are covered in oil. When. you lift off the throttle pedal the supply of air and fuel that the engine was breathing is cut off and the engine tries to suck air from wherever it can. Air and oil are sucked down the valve stem and are immediately passed into the exhaust port from where they enter the exhaust manifold and finally leave the exhaust system as a cloud of blue smoke. This small problem is not worrying from a mechanical viewpoint, as a little oil makes a lot of smoke if it is not burnt. But with the increasing number of environmentalists who think that all old cars should be banned, it does nothing to assist the classic car enthusiast’s reputation. The engine should be checked for excessive smoking due to oil burning, and for blue smoke on acceleration and tickover. Check also for sludge build-up under the oil filler cap: the aluminum parts inside should be clean and shiny or light brown, not black or gummy. Large amounts of sweet smelling steam coming from the exhaust on initial start up usually indicate a cracked cylinder head, or - if you are lucky - simply a leaking head gasket. The bottom end of the engine is strong and gives little trouble if it is fed clean oil. To check for worn piston rings and general engine wear, remove the oil filler cap whilst the engine is running and observe the quantity of engine fumes being pushed out; also if the tickover becomes smoother with the oil filler cap removed, you can consider the engine will need a rebuil the not too distant future, Three Left- original black rubber type. Middle- clear plastic type (BMW's replacement for the rubber type). Right- replacement stainless steel armoured ‘flexible clutch pipe. sof clutch hydraulic flexible pipes.FUEL SYSTEMS. Carburettor engines are less complex than the injection models. The main problem found on high-mileage 2002s fitted with the single-choke carburettor is that the carburettor butterfly spindle has worn. This causes air to leak in and upset the tickover. Dirty jets can also cause idling problems, especially the idle air jet on the engine side of the single-choke carburettor. The twin-choke (two-barrel) Solex found on the US specification 2002 automatics from 1972, however, is a different story. These automatic- choke carburetors seem to be prone to parts working loose, poor driveability, and general fuel delivery problems. They can be made to work properly, but usually require a lot of tinkering and maintenance to keep things that way. A popular conversion in the USA is to replace the Solex twin- choke carburettor with a Weber 32/36 DGV. This requires a bit of grinding on the manifold to match the ports, but the result is slightly increased performance and improved reliability: ‘The Kugelfischer fuelinjected 2002tii engine is more complex and it is this that puts off prospective tii owners from buying a tii. The system is excellent, and if understood and set up properly, can be used for a long time with minimum attention. The injector pump is the first component to be blamed and is often not the cause of the trouble. When buying a tii which does not have an even tick over or gives signs of black smoke on hard acceleration, look for worn or badly-adjusted linkages. This may be part of the problem, and is fairly easily and cheaply rectified. Because the injection pump also shares use of the engine oil for its lubrication, it can suffer wear if the oil is old, thin, or dirty. Another pointer to whether or not the system has been looked after properly in the past is that in the fuel line just before the injector pump there should be an aluminium canister fuel filter by the left hand side of the radiator. If a plastic ‘in line fuel filter” has been fitted, beware, as this type of filter is only for use on carburettor cars and shows the lack of knowledge of the owner or garage that has been looking after the car-It can also constitute a fire hazard! TRANSMISSION To check for wear on the clutch, put the car into top gear with the handbrake on and try to drive away in top gear. If the car stalls, the clutch should be in good order; but if the car stays where it is, the engine is still running and you can smell burning, stop the test quickly because the clutch is on its last legs. Whilst sitting in the driver’s seat, pump the clutch pedal 6-10 times. If the pedal jams half way down its travel, the problem is that the rubber flexible hose to the slave cylinder is blocked and is acting like a one-way valve. If a visual Gearstick positions for the standard four-speed gearbox, optional five- speed close ratio gearbox and the popular P21 3-Series overdrive gearbox conversion. a4 Te3 4 SPEED 5 SPEED CLOSE RATIO Wes oars Mice Aiatd pags 0B 5 Zi 4 5 SPEED OVER DRIVE check of this hose shows it to be a black rubber flexible hose, replace it with the later clear plastic, type. If you find this problem on the clutch flexible pipe, also check the brake flexible pipes as the same problem may exist with these, causing sticking brakes. The vast majority of 02s have fourspeed Getrag gearboxes fitted. Although five-speed, close-ratio gearboxes were available as an option, they were y expensive and so few were supplied. If the original owner requested the five-speed option, he or she would have been wealthy enough to afford ial) as well. in whether an LSD is fitted without removing the rear cover from the differential, and looking inside. In a normal differential, you can, see the large crown wheel and four smaller bevel gears. With an LSD you can see not only the crown wheel but also the LSD insert that looks like a large can ofbaked beans, without the label. (see page 98). You can also check for this LSD option by jacking one of the rear wheels off the ground with a trolley Jack, making sure that the wheels of the trolley jack are pointing in the direction of travel of the car. Start the car and try to drive it forwards. If the car moves forwards, you have a LSD, If not, you may have an LSD, but it is not working, and requires an overhaul. Another check is to look for a number, such as 40 11 S 40, stamped or painted on the differential casing. The first two digits signify the ratio (crown wheel 40 teeth, pinion 11 teeth; equates to 3.64:1), the “S” stands for “Sperrdifferential” or LSD, and the last two digits show that the LSD has a 40% slip rating. With the manual transmission cars, the gear linkage can become “soggy”, with excessive side to side movement. This is usually caused by perished rubber in the mounting blocks that isolate the gear lever linkage frame from the gearbox. This problem can be fixed cheaply and quickly. Although gearbox internals have a good reputation, some cars fitted with the earlier, coarsespline output shaft eventually suffer from worn splines; this can only be cured by fitting a new gearbox output shaft, which can be expensive. The later output shaft is a fine-spline type, so you will have to purchase the drive flange as well. Synchromesh wear is usually more pronounced on five-speed and carly fourspeed gearboxes that used the “Porsche” type synchromesh rather than the later “Borg Warner”, which seems to be more robust. A Rear swinging arm fited to all the 02s with the exception of the ti, tii and turbo models. Note that the channel section is not boxed in on the fourth side, This type of swinging arm is often stronger than a rusty 2002ti type of swinging arm.2002tii rear swinging arm. This type is fitted to the 2002ti, 2002tii and 2002 turbo models, although the turbo ‘model has a larger diameter stub axle and bigger rear wheel bearings. little bearing noise is acceptable, but excessive noise is usually a sign of impending failure, usually of the rear layshaft ball bearing which can be replaced with the later style tapered roller bearing. Ifyou wish to check if the 02 you are looking at has a fivespeed gearbox, this is best done from underneath the car. The four-speed has two sections to the casing and the five-speed three sections. The extra section is just over 3” long and is fitted between the front and rear sections of the case. Occasionally you will find that the original fourspeed gearbox has been replaced with a later five-speed overdri gearbox from a fourcylinder E21 3 Series. This was never an original option on the 02, but is a worthwhile modification if carried out properly. With the automatic 02s, the ZF gearbox is strong and reliable. As long as it changes up and down the gears easily it should be alright. If the gearbox “sticks” in a gear too long before changing up, check the quantity of automatic transmission fluid. Many owners do not realise that the fluid level should be checked with the engine running and the gear lever in “Park”. The rubber coupling to the propshaft (called a “guibo” in the USA) and the propshaft centre bearing deteriorate with age and eventually require replacement. Look for cracks in the coupling and listen for noise from the centre bearing. These problems are usually apparent on 02s that have not been used for some time. ‘The main problems that occur with the differentials are bearing noise and oil leaks. Check for noise carefully as noise from the centre bearing can be transmitted along the propshaft both to the rear axle and to the gearbox. It is not unknown for an ‘owner to replace both the gearbox and the differential only to find that the noise is coming from the propshaft centre bearing. Slight oil seal leakage problems are so common as to be almost. universal, and can be safely ignored as long as the oil level is regularly checked. Minor whining is also common. Broken bevel gears are not all that common, but do happen. The result is that the differential becomes locked, and no longer allows a speed difference between the two wheels. The drive shafis from the differential to the rear wheels are very reliable and rarely show problems unless the rubber boot enclosing the CV joint (constant velocity j split, allowing dirt to enter the joint. Rear hubs can suffer from wheel bearing problems especially if the rear hub nuts have not been tightened to the correct torque (275 fi/Ibs). STEERING AND SUSPENSION All steering boxes are the same except for those fon the turbo models. These cars have a quick ratio (12.8:1) steering box instead of the 15.5:1 type fitted to other models. Steering boxes themselves last well as long as they have been kept topped up with lubricant. On the steering of all 02s, look for play in the joints, If the adjusting nut for the ZF steering box has only a small amount of thread protruding from the lock nut, assume the steering box will require overhauling or replacement soon. Stiff steering can be caused by one of five problems. One is a partially seized centre track rod, usually found on 02s that have been laid up for some time. The second cause is rusty and seized suspension top mounting bearings. The third is a corroded stecring idler from which the lubrication has been lost. Fourth is that the steering box has had the adjuster turned too tight, and the fifth is wide tyres, Suspension problems cause bad handling and often, enhance braking and steering problems. Front struts can be fitted with new inserts, but the rear dampers come complete. Both the front inserts and the rear dampers are best replaced in pairs. The chromed centre rod of the rear dampers and front strut inserts tends to go rusty after lack of use and this rust then cuts the rubber seals when the car is, eventually used, causing the fluid to leak out. Rear wailing arms on the t, tii and turbo models were “boxed in”, That is to say that the 2002 trailing arms were manufactured out of channel section steel, but on the ti to turbo models the fourth (or open) side was replaced by a sheet of metal, so as to form a box. Originally these “boxed in” trailing arms were much stronger than the 2002 ones. But with age, the boxed in version rusts from the inside out, and is often found to be much weaker than the standard 2002 trailing arm. BRAKES In general, 02 brakes are very good. Fourpot front, brake calipers are used on all but the very early 02 models, the ti and tii models having larger calipers and larger diameter discs. The turbo models have the same type and size of caliper as the ti and tii models but are wider to compensate for the turbo's vented discs. All the calipers fitted to the 02 models can cause problems, especially if the brakes are not used often. The caliper pistons seize in the cast iron housing, which in turn, gives uneven braking, Replacing these pistons can be a problem, especially on the standard 02 models as the casting between the piston bores is thin, and cracks easily if excessive force is used to remove the seized pistons, Two remote vacuum servos are used on the right- hand drive cars and the leftthand drive cars are fitted, with one servo which is combined with the brake master cylinder. All but the very early 02s had a twin Most Model 71 and RHD Model 73 dashboards crack. This is due to a weakness in this area and is not normally caused by a weak bodyshell as some writers have suggested. braking system. That means that the master cylinder is effectively two master cylindersin one. One halfof the system operates a pair of opposing pistons in each of the front fourpot calipers plus the rear brake wheel cylinders. The other half of the master cylinder controls the other pair of pistons on the front leftand right calipers. The idea behind the system was to maintain some brakes, even if all the brake fluid was lost from one of the two parts of the braking system. Being_a split system it makes normal brake bleeding very difficult and it is much easier if pressure brake A good check for si rvo operation is to empty the system of vacuum by pumping the brake pedal without the engine running, then to leave your foot pressed hard against the brake pedal. Start the engine and the brake pedal should move down slightly. If the pedal moves upwards, and presses against your foot, there may be a problem associated with one or other of the servos. On right-hand drive cars it can bea problem to decide which of the two servos is at fault. The easiest method to check is to have one person operating the brake pedal whilst you place the palm of your hand over the air intake on the underside of each servo. The servo that does not suck your hand against itself is the one that needs attention. ATE, the manufacturers of the servos, recommend that, servos should be replaced or rebuilt every 60,000 miles. Although the righthand drive servos are often a problem, the single servo unit as used on left-hand drive 02s rarely fails When brakes pulll to one side or the other, the cause is normally seized caliper pistons, and a caliper overhaul or replacement is required. If the car pullsto the left under braking, it is most likely that the front brake caliper on the right hand side of the car is at fault. Like the clutch flexible hose, the rubber flexible brake pipes “heal up” inside, leaving an extremely small hole for the fluid to run through. This problem is difficult to discover unless you remove the brake hose and try to blow through it. If you cannot easily blow through the hose it needs replacing anyway, so cut through the hose and you will be amazed to see how small the centre of the pipe has become. As you are exerting a lot of pressure with your foot when you apply the brakes, the fluid actually expands the bore of the pipe as it is forced down it, but when you lift your foot off the brake pedal the pipe contracts again and the fluid takes a long time to seep back past the blockage. This blockage problem can sometimes be noticed as a “shimmy” as you start to accelerate after braking and coming toa near stop. Handbrake adjustment is virtually impossible on the 2002s if the rear brake drums and cables are even slightly worn. INTERIOR Unfortunately worn seat covers are always a problem with 02s, the original cloth-covered versions giving the worst wear rate. The late Sixties and early Seventies were the era of jeans, and the rivets on the back pockets did nothing for the longevity of 02 seat covers. It is not unknown for the seat base and back rest covers to show large signs of wear on a 40,000 mile example. On pre 71 and Model 71 02s the vinyl seat covers are of a much better quality than the Model 73 cars. Even the padding (called “gummihaar”) used on the earlier models lasts longer than that of the later cars. Many of the original carpet and trim materials are still available, so it is possible - but not cheap - to have the seats restored to as new condition. It has long been an incorrect assumption that the crack that appears on the dashboard of left- hand drive Model 71 and righthand drive Model 71 and Model 73 dashboards is caused by a defective bodyshell. In fact, prolonged exposure to sunlight or extremely low temperatures can ‘cause the weak spot in the dashboard moulding to crack at this point. Sunlight can also be blamed for the premature rotting of the cloth material at the top of the rear seat back. BUYERS’ COMMON MISTAKES When buying a car to restore, itis better to find one with original paintwork rather than a car that has been, repainted. The main reason is that a multitude of sins could have been hidden beneath the coat of bright paint. With original paintwork, even with a bit of rust showing, you can at least see the work needed to restore the bodywork. With a badly resprayed 02 you can have even more work to do as you will have to remove the paint and repair any inferior repairs properly before repainting again, Ifyou are interested in buying an 02 with a gleaming ‘coat of paint on the outside, look carefully under the bonnet and in the door shuts for signs of overspray. If you find overspray ask yourself why itis there. Has the bodywork been repainted quickly to obtain a better, price? Has the rust been hidden with filler and painted over? If the work put into repainting the car is shoddy, how good are the repairs to the rest of the car? Some words of warning to prospective 02 purchasers: don't let the car sell itself to you until you have thought carefully about it, and don’t buy a car in the dark. My last and final warning is - don’t believe anything that any seller tells you without actually confirming it. I did all three! I saw an advert in our local paper for a “2002ti - family owned from new". The price asked was very reasonable at the time. I turned up on a dark winter's night to buy the car and ‘was so excited to find a tii locally that I hardly looked, at it. The smooth talking owner told me that the car did not actually have an MOT (Ministry of Transport) roadworthiness certificate because it had not been used for a year, but that the car was in good order and would pass the test easily. After hearing all good things about the tii and its owner, we ventured out to the garage, where the owner handed me a miniature torch with hardly any battery left, and apologised. profusely that the fluorescent light in the garage had packed up yesterday. ‘The car looked OK, so I handed over my hard-earned, cash and drove the car home. The next day I went out to look at my new purchase and was horrified at what I saw, It wasn't the same car that I had sold myself yesterday! There was loads more rust than T had seen and the good interior that I had seen with the torch. was awful. I looked in the registration book and the “one family owned” tured out to be twenty people, all with different names. Did I feel a mug! CHAPTER THREE HOW TO ESTIMATE THE RESTORATION COSTS Before you start upon the perilous road of restoration you need to thoroughly inspect your car to list the items that need replace- ment, repair or restoration, and to plan your restoration campaign. Planning is the most important stage of any restoration project. With lots of enthusiasm at the start, it is very easy to plough straight in, strip everything out of the car, and be left with a large pile of greasy, oily and rusty parts. The enthusiasm then wanes. The vast majority of failed restoration projects are started in this hap- hazard manner, with absolutely no planning. The pile of bits you are left with is very often not as saleable as a complete car, especially if the 02 was drivable to start with, because most prospective purchasers of an 02 for restora- tion want to buy a complete car that they can take apart themselves. It would be interesting to know just how many perfectly restorable 02s have been scrapped or broken for spares because over-eager owners have ripped them apart. I cannot stress enough - PLAN YOUR RESTORATION before you start to take the car apart. Why are you doing this? Even before you take a second look at your car you need to have some idea of why you want to restore a BMW 02. This may sound silly, but it is worth asking yourself. Is it to be a hobby, as you have lots of spare time on your hands, and you look forward to seeing the fruits of your labours in the end? Or is it that you simply want a nice 02 that is enjoy- able to own and drive? ‘There are of course many reasons for wanting to restore a classic car. One reason (and this is not such a good one) is the desire to make money out of your restoration. If you long to make money by restoring a wreck and selling it on for a profit- dream on. The aim to prof it from a restoration will cause you to cut cor- ners. In addition, the extra costs of your time and parts will mean that the sale price of the car will obviously be higher, which will reduce the number of likely purchasers who can actu- ally afford to buy your restored 02. In fact, it is highly unlikely that you will recover the costs, in the short term, of even a well restored 02. Far better, if you picked up a cheap 02 that needs restoration, is to sell it on straight away, as it is, and settle for a small profit. You can then put this money towards buying the car that you really want. There are many benefits to owning a nice presentable and well maintained 02. The carscan be cheap to insure and a pleasure to drive. After having restored an 02 yourself, you will know the car inside out - a great advantage if it breaks down! In addition, you will be helping the environment, by recycling an existing product instead of using energy and resources to make a new one. Although car manufacturers will try and make you believe otherwise, old BMWs are just as recy- clable as new ones. If you intend to use the car on the road before the restoration, carry out a thorough mechanical inspection, and deal with any safety items that need repair before you even think about carrying out any restoration on the bodywork or trim. Once past that hurdle, you can begin to think seriously about the next stage, which is estimating the costs of the restoration. Even if you intend to farm the work out to specialists, it is important to carry out your own estimates of the time and materials needed. You will then have some idea about the accuracy of any specialist's estimate. Sometimes it can be wo late when you have agreed the estimate given by a bodyshop, only to find that the final bill is double what was estimated because they found more work to be done. If your estimate is 250 hours and the specialist or body repair shop has estimated 100 hours, look carefully at their estimate to see if they have missed anything that you have included. Ask ques- tions until you are happy that you are getting a fair deal. But do remember, especially with bodywork, you get what you pay for. If the price is cheap, will the repair last? Even if you purchase a non-runner it is a sound idea to get the engine running if you can. You can then ascertain what repair work will be required on the engine, clutch, gear- box and differential. Budgets for repairs or replacements of these items can then be added to your estimated costs for the entire restoration project. What does “restoration” mean? At this stage, I should explain my own ideas on what restoration means. Over the years, looking at various so-called “restored” cars has shown me that some people's under- standing of “restored” is not the same as mine. Some 02 “restorations” I have seen have been cars simply repaired to pass the MOT test, whose rusty bodywork has been hidden by filler and coated in a fresh coat of paint of dubious origin. I would argue that there are three types of restoration; Concours, Like New (authentic), and Normal (refurbishment). This is how I would define them. Concours Restoration: I would consider the car to have absolutely no rust and be better than new, Items such as the underside and suspension would be painted in a material far better than the original materials, so as to preserve the car from the elements. It could also include items which “improve” on the original, such as engine and transmission modifications, extra plating, a non-authentic paint job, or larger wheels and tyres. Authentic Restoration: a car like this would be as the concours restoration above, but like new, more or less as it came out of the show- room. Items like the underside and suspen- sion components would be as original or painted as original. Normal Restoration or Refurbishment: the bodyshell would have been totally stripped of all mechanical items and trim, and the soundproofing removed if rust was suspected underneath. All, or very nearly all, rust would have been removed. Body sides would have no ripples, would have good panel fits, and would not look as if they had been resprayed. Engine and boot areas would be painted as original. The mechanical parts would be either in good condition or reconditioned, and both outer and interior trim would be in good usable condition but not necessarily new. The car would look nice, drive well, and be ideal for everyday driving or just fun. Any other type of “restoration” is what I would call a repair. It amuses me to see adverts for 02s described as “partially restored”. I suppose if you cleaned the front bumper very well, you could advertise your car as partially restored. RESTORATION ESTIMATE ott | cane [ Engine No, (if diferent) | Renew Repair Remove & Ref Paint ‘Check Comments A blank restoration estimate form.RESTORATION ESTIMATE ‘Model ee? 20021it Chassis No.[ L-164-555 | Engine No. (teerent | : 12 ccens HBSIEE) coum | Fromt bumper complete yi Bumper irons & inside of bumpers need paint Wit headlamp oie v . RH headlamp lv ie | LH indicator maely, ia | R/H indicator