- Post is under moderationCUSTOM 2002 Metal wide-body with a 2.7 swap.
Bought in a state far beyond saving, the only way this #BMW-2002 could survive was to be transformed into something completely different.
SHOW, NO SHINE Custom, wide-body 2.7 2002 / Words: Elizabeth de Latour / Photos: Matt Richardson
It feels like we maybe we should be apologising, again, because for the second month running we’re featuring a 2002 that a lot of people are going to find upsetting. But we won’t be, because we like it too much to care what anyone else thinks. It’s unapologetically a personal project, built solely for the pleasure of its owner, Josh Parker, to hone his skills and then show them off. From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands, with a bit of help from dad along the way, which makes this already spectacular 2002 even more so.
Josh has always been into cars, he tells us, and it all began at the tender age of 12 when he was given a petrol-powered R/C car and building that set him on path he walks today. After passing his test he was chomping at the bit to get modding on something, though insurance restrictions meant he had to make do with an R56 MINI JCW, spiced up with some coilovers and other bits until he could make his dream of doing a full build come true. The fact that he had no mechanical or motorsport experience was not going to stop him and there was no practice run or warm up before getting this car, he went straight from 0-2002.
“I bought the car in Thame just over three years ago,” explains Josh, “and it was awful,” he adds, laughing. “It had been off the road since 1989 and was in terrible condition, completely rusty, but because of that I only paid £1200 for it. It took two years to put it together, though in its first form it had a different engine, Golf arches and different wheels. Starting out, I knew nothing about welding or anything like that,” he says, “so the first step was getting it on the road and then, having developed my skills, I knew I could do everything better the second time around so 18 months ago it went through a big change,” and the result of that is what you’re looking at here. “The fact that I wanted to do everything on the car myself was a big influence on how the car has come out, “ he explains, “as I went my own way with it. I spent a year making the chassis strong and replacing stuff. The car was a blank canvas, it was so bad I couldn’t make it any worse,” he laughs. “The whole car looked like Swiss cheese, but at least I got to practice welding. The whole project has been hard, though, it’s taken a long time as I was starting from nothing. I spent a lot of time doing individual things, weeks at a time, and sometimes I needed to take a break, step away, but I never gave up.
“My decision to change how the car looked came about when I realised that too many people were doing Golf arches, it wasn’t low enough and that I didn’t like the wheels. I decided to pick the wheels I wanted and then built the new, custom arches around them and doing that meant I could go for a really aggressive offset. I chose a set of 7Twenty Style44s in bronze, 9x15” ET0 all-round with 215/50 tyres; I didn’t want too much stretch but needed a bit to get the wheels to tuck under the arches.” The resulting fitment is absolutely perfect, but even with that zero offset Josh is still running 20mm spacers up front and 10mm at the rear, taking the final offset well into the negative. The wheels themselves are certainly handsome, single-piece items with stepped lips and plenty of dish, while the matt bronze finish looks great against the car’s patchwork quilt bodywork.
Where Josh felt the car wasn’t low enough before there’s no such concern now, with Gaz coilovers delivering a serious drop, but that wasn’t enough for him… “I’ve raised the front and rear strut towers by 40mm to lower it even further,” he grins and the end result is spectacular, the tyres disappearing up into those magnificent arches and the 2002’s belly sitting a hair’s breadth above the ground. The arches themselves are custom metal items measuring a monstrous 60mm wider per side up front and 50mm per side at the rear, giving this 2002 a stance far beyond its diminutive dimensions.
The brakes have also been comprehensively upgraded, with four-pot Wilwood calipers mounted on custom carriers up front with 260mm drilled and vented discs along with E21 323i hubs, while at the rear you’ll find Mk3 Golf rear calipers matched to Mk1 Golf front discs while Hel braided brake lines have been fitted throughout. You might think that all that brake work seems like overkill for a 2002 but you see it isn’t, because there’s something a bit special going on under the bonnet.
“I always knew I was going to do an engine swap,” Josh tells us, and what he’s done is taken a low-revving, M20B27 eta engine from BMW’s 325e and 525e models, designed for efficiency, and comprehensively reworked it to better suit his performance-driven needs. Sitting on custom engine mounts, the once-docile 2.7 has been transformed with a 325i top end, M21 forged crank, forged, reground stage one cam, Alpina B3 2.7 chip, a honed intake manifold, 185cc injectors and Magnecor ignition leads. He’s also fitted an M50B25 radiator and added a custom six-branch exhaust manifold that connects up to a custom 2.5” exhaust with twin pipes. It’s an impressive list of mods and it makes for some impressive numbers, with the 2.7 now pushing out 240hp thanks to Josh’s handiwork, which makes this 2002 a real road rocket. Naturally the transmission required a bit of work to make sure it was up to the task of dealing with the 2.7’s grunt and Josh was more than happy to get his hands dirty. “The gearbox itself is a Getrag 260 Sport five-speed on custom mounts with a stage one clutch and I’ve also fitted a 3.64 small case LSD from an E21 with custom-drilled output flanges.”
The exterior might, at first glance, appear to be a mess to some but there’s a lot more going on here than first meets the eye. The arches steal the show but there’s also a custom front lip and a custom drag spoiler, custom bash bars and a back-dated rear panel that allowed Josh to fit the arguably much cooler round rear lights. One of our favourite parts of the exterior work, though, is the quick-release front clip, that allows for the entire front end to be removed in a matter of minutes. While it’s designed to allow easy access to the engine for mods and maintenance, seeing a car driving around with no front end is pretty cool. With a race car-inspired exterior you’d expect the theme to carry on inside the car, and you’re not going to be disappointed here. “This car was originally a Lux model,” explains Josh, “so it had a nice, powder blue interior though when I bought the car it was smelly and had started to rot, but I always knew that I was going to strip the interior, I just wanted to have the bare essentials to have the car running,” and he’s certainly stuck to that philosophy. About the only part of the interior that is still recognisable is the ’02 dashboard and instrument cluster but beyond that it’s all change. There’s a big convex Longacre rear-view mirror, single Cobra Sebring Pro seat with a TRS four-point harness, a Momo Model 69 suede steering wheel and a custom switch panel, custom pedal box and there’s also a hydraulic handbrake and a custom dual fulcrum short shifter. “I wanted to feel like I was in a Touring car,” explains Josh, “so I wanted the wheel high and close and a tall gearlever close to the wheel. The cage is actually a historic-spec one for the ’02 that I bought and then modified to make it stronger,” explains Josh. “It just bolts in but I want to make a new cage for it, eight-to-ten point, fully welded-in, which is one of my next big plans.” Meanwhile, in the boot you’ll find a 30-litre aluminium fuel tank with a surge tank, which is fed by one of the two Bosch 044 fuel pumps, the other feeding the engine.
As much work as has gone into this car over the past three years, it’s only the beginning of what is going to be a much longer journey and Josh’s plans for the car are numerous and substantial. “I want to do a front-mid-engine conversion,” he says matter-of-factly, “I’ve come this far so I might as well keep going,” he laughs, but that’s just scratching the surface. “I’m currently working on a secret E30 project and that’s going to pave the way for the 2002. I want to make the car more useable and more reliable, but no less crazy,” he grins. “I want to iron out the bugs, modernise the underpinnings to make it more enjoyable; for example, currently if I’m taking it to a show and it’s too far, I will trailer it, which takes away from the experience and I want to be able to drive it everywhere.” All this work isn’t just for Josh’s amusement, though, it’s for the benefit of his company, Under Development Motorsport, and some of what he’s made will be for sale there, like his short shift kit. “It’s billet and should fit everything from E21s to E9x models,” he says.
This 2002 is really an automotive expression of sheer joy and you can feel how much love and enthusiasm Josh has for this car when you talk to him about it. “It’s great to drive something that gets so much attention and that you genuinely built yourself, it’s just a great feeling,” he says with a smile. We can’t wait to see where he takes the ’02 and judging by what he’s achieved here so far, that E30 is going to be something really special too…
TECHNICAL DATA FILE #Wide-body 2.7 #BMW-2002 / #Alpina-B3 / #Alpina / #BMW-2002-Wide-body / #BMW-2002-Alpina / #BMW-2002-Alpina-2.7 / #7Twenty / #BMW-2002-E10 / #BMW-E10 / #BMW / #BMW-2002-Alpina-E10
ENGINE 2.7-litre straight-six #M20B27 eta / #BMW-M20 / #M20 / #M20B27ETA , M21 forged crankshaft, stage one cam, #Alpina-B3-2.7-chip , #K&N cone filter, honed intake manifold, #Magnecor ignition leads, custom engine mounts, 185cc injectors, custom stainless six-branch exhaust manifold, custom 2.5” exhaust with twin blast pipes, fully silicone-hosed cooling system, M50B25 radiator
TRANSMISSION #Getrag-260 / #Getrag five-speed manual gearbox, stage one clutch, custom gearbox mounts, E21 3.64 small case #LSD with custom-drilled output flanges
CHASSIS 9x15” ET0 (front and rear) #7Twenty-Style44 wheels in matt bronze with 215/45 (front and rear) Toyo TR1 tyres, #GAZ-GHA coilovers with adjustable top mounts, #GAZ front camber plates, front and rear strut towers raised 40mm, custom front anti-roll bar relocation and drop links, fully poly bushed and reinforced front and rear subframes, custom rear subframe camber and toe adjustment plates, custom gearbox and exhaust tunnels, reinforced sills and various other chassis bracing throughout, rear strut tower brace, Wilwood four-pot calipers and custom carriers with 260mm drilled and vented discs and E21 323i hubs (front), Mk1 Golf front discs with Mk3 Golf rear calipers and custom caliper carriers (rear), Hel braided brake lines (front and rear)
EXTERIOR Custom metal wide arches, custom front lip, bash bars, custom drag spoiler, custom racing livery, back-dated rear panel work to allow for round rear lights and fuel filler cap delete, custom quick release front clip for fast removal of front-end
INTERIOR #Cobra-Sebring-Pro seat, TRS four-point harness, #Driftworks quick release hub, #Momo model 69 suede steering wheel, custom dual fulcrum short shift, hydraulic handbrake, custom pedal box, sixpoint bolt-in cage, custom switch panel, 30-litre aluminium race tank in boot with surge tank and twin #Bosch-044 fuel pumps
THANKS Graham, Nicola and Hannah for all the support! All the @76build Instagram followers, all the other people showing love for the 02 and last but not least Thierry and Lewis at www.7twenty.co.uk. Cheers guys.
“From top to bottom, inside and out, everything you see before you has been crafted by Josh’s own two hands”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderation/ #S14-swapped / #BMW-2002 . In the wastelands of postapocalyptic Sweden, one man and his extraordinary 2002 fight for survival amidst the ruins of civilisation… Words: Elizabeth de Latour. Photos: Patrik Karlsson.
Supercharged S14 2002 rat rod
The future. Mankind has destroyed itself. The earth is barren. Pockets of survivors remain, scattered across the globe. They travel the desolate landscapes of a ruined world they once knew in search of food and shelter, driving machines created from the scavenged remains of cars from the past. In the charred remains of postapocalyptic Sweden the silence is broken only by the howl of the wind and the whine of a supercharger. A flash of orange through the trees. The bark of an exhaust drifting across the ravaged landscape. Then, the smoke parts, and something ungodly and terrifying thunders across the lonely tarmac, a man at the wheel with fi re in his eyes, and then it’s gone as quickly as it appeared and all is silent once more. That man is Thomas Nyman. This is his 2002. This is their story.
You will already know if this is your sort of car. You will have looked at the pictures and made a decision about whether or not you want to read this feature. You don’t need us to tell you that it’s not for everyone, but we will anyway, because it’s really not. For some of you, this might be the greatest crime ever committed against BMWs. Even those of you who normally love this sort of anarchic approach to modifying might be struggling a little. But if you get, really get it, you’re about to enjoy a car that’s really unlike anything else out there.
Browsing his automotive history, it’s clear that Thomas is a man who is obsessed with cars, to put it mildly… “I have owned and worked with several cars in my short life (he’s only 28) and right now I have nearly 100 vehicles on my conscience.” 100 cars. What can you even say to that? Unsurprisingly there have been some wild builds in amongst that lot and a huge variety of machinery, from the 1974 Beetle that served as his first car, to his first #BMW , a 1988 E34 530i, and the car he never finished and still regrets selling. “It was an E12 528i from 1978, light green with a #BBS front spoiler and chrome bumpers, ” Thomas reminisces. “I bought an S38B36 M5 engine that I rebuilt and was going to fi t in the car, and my vision was to build a 100% sleeper with perfect patina. But I was young and impulsive so the car was sold before it was done…” In that case it may have worked against him but, in the case of this 2002, his impulsive nature was definitely on his side.
“I knew about this car for a long time, a friend of the owner had told me about it, and one day in spring of 2010 the owner himself came walking past the garage I rented in the city at the time. I asked him if he wanted to sell the car, and he said yes, so we actually walked over to his garage together to take a look at it then and there. It was in terrible shape at the time; it had been standing outside with smashed windows so the weather had caused some very big rust holes in the body and many parts were missing, like the engine, gearbox, rear axle, the whole interior and the windows. The next day I picked the car up and put it in my garage instead,” grins Thomas. On paper this project sounds like a nightmare and the sort of car that no one in their right mind would have dreamed of touching, which does make us wonder about Thomas’ mental state…
The initial plan, he says, was to make the whole body rusty and give it even more of a rat-look than it’s ended up with, but he realised he couldn’t bring himself to do it. “My conscience became too strong,” he says, “and I felt I could not destroy an historic collector’s car that the 2002 Tii really is today, which is way I kept the original paint.”
So if you don’t like how this car looks now, just bear in mind that it could have looked a whole lot worse… “Our first goal was to get the car finished in one month for an event so we welded and fixed all the rust on the undercarriage in three weeks and fixed what we needed to so it was actually road legal. Then, after that, the whole thing escalated,” he says, and he’s not wrong.
With the decision made to continue down the rat route, Thomas got stuck into the mods and set about getting some stiffer springs, cutting them down by about 50% to get the car down on the ground, and combined them with a set of Bilstein Sport shocks. This was followed by the addition of the four wonderfully retro Marchal driving lights mounted on the front bumper and then came the roof rack, filled with what Thomas describes as “curiosities,” which include an S14 air box and valve cover and an old suitcase, naturally. The four-speed gearbox was swapped out for a five-speed Getrag ’box from an early 5 Series and he also changed the exhaust, both mods carried out specifically for a road trip to southern Sweden and Denmark. Then the time came for the serious business of building that engine…
“I think my vision was to do something no one had done before,” muses Thomas. “You’re probably wondering why I chose the S14 out of an E30 M3, and I’m wondering the same thing! I thought that this engine will fit well in the car and would probably get many types of reactions from people and BMW enthusiasts,” and he’s certainly right about that. “Initially I thought that I would just fit the engine and leave it at that, but then I started thinking about it and decided to add a supercharger on top to ensure that I was doing something new and different,” he grins. The supercharger is a rebuilt GMC 471 positive displacement Roots unit from the 1940s but impressive as it looks, there’s a lot more going on with this engine than meets the eye, and it’s the reason why the build took him one and a half years rather than six months (little more than a Swedish winter, he says) as he’d originally anticipated.
There’s a special head gasket and ARP head bolts for the cylinder head, four Siemens 688cc injectors fed by a Nuke fuel rail while the supercharger itself is cooled and lubricated by a water/ethanol system using a Bosch 988cc injector. The blower itself sits on a custom 4mm steel intake manifold and there’s a custom exhaust manifold connected up to a custom 3” stainless steel exhaust with three silencers, though Thomas says that they really don’t do much silencing. Peer into the 2002’s engine bay and you will notice a small problem: there’s no room for a radiator, which is kind of important if you want to have a fully functioning engine.
The solution? Stick all the cooling gubbins in the boot, which is exactly what Thomas has done, building a custom cooling system consisting of an electric water pump, cooling fan and a massive aluminium rad, which sits in a custom housing that seals tightly up against, and is fed cooling air by, the louvred boot lid. The boot is also where you’ll find the aluminium fuel cell with an Aeromotive A1000 fuel pump located inside, and assorted fuel supply components. As you can see, it’s a comprehensive engine build, but it almost put Thomas off the car altogether. “After one and a half years of building the engine, I was so tired of this car and the project,” he sighs. “If I had been younger at the time, the car probably would have ended up being sold, just like my E12 project. But then I fired it up and rolled out of the garage for the first time and I was totally in love again! I cannot describe the feelings I had on the first test-drive…” he says with a massive grin.
Along with the aforementioned five-speed gearbox swap, Thomas has strengthened the drivetrain to be able to deal with all the power and torque being put through it by the S14 and supercharger combo, fitting an uprated clutch and homemade cardan shaft. The rear axle is a custom affair, constructed from a concoction of various different BMW components. “The original axle didn’t last long so I decided to build a bullet-proof one,” explains Thomas. “I took the 3.07 diff and joints from an E34 535i and ordered custom shafts made from spring steel and the hubs are also made from special steel. I made the wishbones thicker by adding 2mm of steel to every area and on top of this I also deleted the bushes between the body and the axle.” The brakes, meanwhile, are from a 2002 Turbo, with larger, vented discs up front and bigger 250mm drums at the rear.
As far as styling is concerned, Thomas has definitely stayed true to his original rat rod vision and while he may not have taken things quite as far as he originally planned, aside from the welding and repairs required to get the 2002 road worthy in the first place, the exterior has received no special attention. This makes the fact that the original Inca orange paint, where rust or repairs haven’t obscured it at least, remains as bright and vibrant as ever all the more impressive. If you’ve made it this far without choking on whatever you might be currently eating or drinking then Thomas’ wheels might just push you over the edge…
“I decided to go for BBS RS splits,” he says, gleefully, “because these are very expensive wheels today for those of us who collect and drive ’70s cars. The ones I have are in very bad shape, with loads of scuffs and scrapes all over them, so they’re a perfect match for the car!” As for the interior, it’s also a perfect match for the exterior and, just like the rest of the car, looks like it’s just about survived the apocalypse; the 2002 Turbo seats that he’s fitted are torn, a bank of auxiliary gauges juts up against the centre console, while the massive gear lever was chosen as it resembles an old tool.
So, there you have it. We’re not really sure what to say. We could definitely do with a sit down and a cup of tea after that. One thing we’d like to think is that, despite how Thomas’ 2002 might make you feel, you can at least summon some modicum of admiration or respect for what he’s created because he really has put so much into this car, and proved a lot of people wrong along the way. “The engine is my favourite part of the whole build because no one believed in my project and told me that this engine would never run, but they were wrong!” he exclaims with a smile. “I’m also really pleased that I managed to fit my homemade rear axle without cutting the body. The ‘experts’ told me there was no chance in hell it would work because they had ‘tested’ it without success, but I proved that it could be done.”
If you think that, after pouring so much time and effort into this 2002 over so many years, he’s done with it, you’re really rather wrong as there’s a lot more to come. “I bought the car in 2010 and I’m still not finished; it’s 2017 now, right?” he laughs. “My next plan is to build an air-ride system for it and I also need to build a new exhaust system as well as a new intake with a front-mount intercooler to get the intake temperatures down, then new wiring inside the car, maybe a new ECU. I’m also thinking about a mounting a turbo under the rear bumper…” But Thomas doesn’t finish his sentence. The light is fading and, if there’s one thing we all know, it’s that you don’t want to be caught outside at night after an apocalypse because that’s when the “things” come out of hiding… Thomas fires up the 2002 and, just like that, he’s gone, tail lights fading into the twilight, supercharger howling, S14 roaring, headed for the security of his bunker, safe in the knowledge that he lives to mod another day.
DATA FILE DATA FILE #Supercharged-S14 / #BMW-2002-Rat-Rod / #BMW-2002 / #BMW-2002-S14 / #BMW / rebuilt 1940s #GMC 471 Roots supercharger / #BMW-2002-E10 / #BMW-E10
ENGINE AND TRANSMISSION 2.3-litre four-cylinder #S14B23 / #S14 / #BMW-S14 from 1988 E30 M3, rebuilt 1940s / #GMC / #GMC-471 / #Roots-supercharger, custom 4mm steel intake manifold, special head gasket, #ARP cylinder head bolts, #Aeromotive #A1000 fuel pump, aluminium fuel cell, #Nuke fuel rail, 4x #Siemens 688cc injectors, water/ethanol cooling system for supercharger with #Bosch 988cc injector for cooling and lubrication, #Nira-ECU, custom 3.6mm steel exhaust manifold, custom 3” stainless steel exhaust with three silencers, custom cooling system in boot with electric water pump, cooling fan and aluminium radiator. Five-speed #Getrag gearbox, uprated clutch, custom cardan shaft, custom rear axle with E3 2500 and E28 535i components, E34 535i 3.07 diff and joints, custom driveshafts
CHASSIS 15” (front and rear) / #BBS / #BBS-RS three-piece wheels with 195/50 (front and rear) tyres, stiffer springs cut by 50%, #Bilstein dampers, BMW Turbo brakes with vented discs (front) and 250mm drums (rear), thicker rear wishbones, bushes between body and axle removed
EXTERIOR Original Inca orange paint, Marchal driving lights, roof rack, green louvred boot lid, extra rear light
INTERIOR 2002 Turbo seats, auxiliary gauge pod, old toolstyle gear lever, custom short-shift
THANKS To everyone that did not believe in this project, it only made me more determined to complete it and get the car running again, and also thanks to everyone who helped me with the car over the years
“decided to add a supercharger to ensure that I was doing something new and different”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationLife or Death in the Andes. We travel to Ecuador to discover how this #BMW-2002 was rescued from an ignominious fate and lovingly brought back to life. Words and photography: Robb Pritchard. A lovely 2002 that was saved from an ignominious end in Ecuador / #BMW-E10 / #BMW / #BMW-M10 / #1972 / #BMW-2002-E10 / #M10
The glacier-capped Cotopaxi volcano was obscured by clouds and the storm was coming in fast. “It was smoking this morning,” Alfredo smiled. This wasn’t some hardcore trekking expedition, though, but rather Alfredo Cevallos’ back garden. If I lived on the slopes of the biggest active volcano in the world I don’t think I would be so happy to see it so active! However, things in Ecuador are often a little different from what I am used to…
Alfredo is the owner of the stunning Schnitzer 3.0 CSi car we featured back in the March 2016 issue, but today I have come to see what he calls his little pride and joy: a pristine 1972 2002 which, considering he owns a Group 5 Batmobile, sounds a bit strange. This car has a personal story, though. Even though he knew it was not going to be an easy task he rescued this little beauty from the ignominious fate of being cut up and turned into a pick-up!
He came across it by accident while visiting a mechanic who was working on another car of his. While waiting for him one morning Alfredo wandered aimlessly around the back of the workshop and came across a very sad sight. Covered in graffiti, all the tyres flat, and grass and moss growing on it, it had clearly been abandoned for a long time. “He said that he was going to restore it, though, and I know he’s a great mechanic – which is why he was working on my car – so I assumed it would soon be joining us in the classic car club. I even suggested some places that he could get some new parts from. But then he said he was going to cut the roof off and make it into a pickup! Of course, I told him it would be crazy to destroy a beautiful classic car like that and I tried to convince him to keep it normal. He wouldn’t listen, though. I actually couldn’t sleep so well that night thinking about it, so in the morning I decided that I couldn’t let it happen and went back to buy it off him.”
At first he didn’t want to sell it and Alfredo had to go back a couple of times to persuade him. Eventually the mechanic let it go for $1000 and he went back with a winch truck to drag it onto a trailer to bring it home. But, as you might recall from the last feature, Ecuador is possibly the worst place in the world to restore a car. Bringing a dilapidated classic car up to scratch is definitely not something to do on a whim here. The unpopular government has had a decades old law forbidding all but brand-new cars and parts to be imported into the country so getting necessary pieces for a restoration across the border is about as easy as smuggling sausages into a vegetarian convention. Such projects are only taken on by people with serious amounts of disposable income and great connections with import officers.
Alfredo had never worked on a 2002 before so he had no idea how hard it would be to get parts but the first thing he did was to get the engine running because if the mechanical parts were in a bad condition it would be a very big and expensive job. It hadn’t run for at least six years so he filled the cylinders with diesel and rotated the crank slowly by hand. Amazingly, after just a few turns, everything looked to be turning freely. So he put a new battery on it, changed the oil, the filter, and the fuel and water pumps and then just turned the key. “When it fired up and ran it sounded like it was ready for 1000-mile trip so I knew that it wanted to live, that it was a survivor!” says Alfredo.
He put some plastic bags over the mouldy seats and drove it for a little while around the yard to see what the gearbox was like and, apart from an oil seal on the rear axle, it seemed mechanically fine. The brakes were beyond repair, though, so the whole system was replaced with parts he got from the BMW dealer in Quito. Those, it turned out, were the only parts he could get in Ecuador.
Over a few free evenings and weekends some friends came over to help strip the car down to a bare shell so it could be sandblasted and that’s where Alfredo had another pleasant surprise. The bodywork was in such good condition that only the floor panel on the driver’s side needed repairing. That was it. There was no rust, no filler anywhere, not even any places that had been repaired before. Unusually for Ecuador, it seemed that it had never been involved in an accident.
Despite the car being in such good condition on the outside, unfortunately there was no hope for the interior. This is where the main cost of the restoration came from as it all had to be imported from Germany. All the draconian import taxes and fees meant that the seats, carpet, headlining and door panels cost $6000. Another $1200 went on all the chromework as the previous owner had taken it all off and left it out to the elements which meant that everything was rusted and ruined. Fortunately Alfredo found some new parts in the USA that had been in stock for some 40 years just waiting for a needy 2002 to adorn. The chrome gleams like it is new because it is new.
Some of his friends tried to convince Alfredo to paint the car in a striking ‘sporty’ colour, such as bright yellow or orange, but he has the Schnitzer CSi to drive if he feels the need to be behind the wheel of something outrageous, so he wanted to go with something more classic. Agave green is the colour he chose, understated and dark so it shows off the chrome trim.
Something else that surprisingly withstood the test of time was the wiring. “I was ready to pull it all out and scrap it but it was much better than I imagined so I was careful to look after it during the rebuild,” Alfredo tells us. “The fuse box, most of the fuses, and all the loom is original.” Years of being exposed to the harsh Ecuadorian sun didn’t do much for the rubber so a new window trim and door seals also had to be ordered from Germany.
“For me this car is a real survivor and I saved it from being butchered with an angle grinder, so that gives me a really nice feeling of satisfaction when I drive it. It’s fast, manoeuvrable and easy to drive and although the CSi is the most fun to drive, I use that exclusively for shows and races. I drive the 2002, however, just for the joy of it.”
The wheels the car came with weren’t BMW ones so when Alfredo got a set of BBS for his 323i E21 he swapped the original Alpina ones over, which look great. The steering wheel is another slight personalisation. When he bought an original Italvolanti for the Schnitzer car he put the old Petri in the 2002, the one the previous owner of the CSi used in road races in the 1970s and 1980s.
Apart from the numerous incapable drivers and roads with some seriously impressive potholes there are a couple of other issues for running classic carburetted cars in Ecuador. As Quito is 3000 metres above sea level, when storms come the difference in atmospheric pressure is enough to have an effect on the running of engines. It was for this reason that there was a misfire. The car fires up with a bark of the glorious sounding exhaust note and we pull out of the yard. We look like flashback to simpler times.
Alfredo lives out in the distant suburbs and the road to his house hasn’t seen any maintenance crews for a long time yet the suspension copes with the bumps and holes – surprising considering that he didn’t change the springs or shocks. It seems that the car was very well looked after before it was abandoned. With the volcano hidden under the clouds and local buses hurtling past the ugly concrete church it perhaps wasn’t a great place for a photoshoot but then, looking across the deep valley, Alfredo points to the dark wall of water coming towards us, a few streaks of lightening ahead of it. “Nope,” he says, ushering me into the passenger seat. “We have to go back.” We speed back to the house, the thunder catching up with us, a few fat drops falling on the window as we turn into the driveway. We get under the porch roof just a moment before the rain really starts. This beautiful 2002 had many years of being left out in the elements so now it is looked after properly!
“It’s fast, manoeuvrable and easy to drive… I drive the 2002 just for the joy of it”
Above: The roads in this part of Ecuador aren’t up to all that but the restored 2002 copes with just about everything despite Alfredo not having renewed the shock absorbers and springs. Below: The 2002 was in a parlous state before Alfredo bought it and was going to be turned into a pick-up!
“He said he was going to cut the roof off and make it into a pick-up!”
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- Above: The roads in this part of Ecuador aren’t up to all that but the restored 2002 copes with just about everything despite Alfredo not having renewAbove: The roads in this part of Ecuador aren’t up to all that but the restored 2002 copes with just about everything despite Alfredo not having renewed the shock absorbers and springs. Below: The 2002 was in a parlous state before Alfredo bought it and was going to be turned into a pick-up! More ...
- Post is under moderationResto-mod #BMW-2002 / #BMW-2002-Restomod / #BMW / #BMW-Restomod / #BMW-2002-ABS / #BMW-M44 / #BMW-2002-M44
Done Deal Just how complicated can it be to equip an ‘02 with a modern engine and ABS . The answer is… very.
James Burford gets to drive his BMW 2002 on the eve of his 20th birthday. It was a case of better late than never. Words: Adrian Burford /// Photography: Ross van Schalkwyk
Building a ‘modern classic’ is the dream of many car enthusiasts. What could be better in an age where cars are increasingly soulless than owning something with the charisma of the 1960s? Of course, we do tend to see life through rose-tinted spectacles and truth be told, driving a car with a carburettor, points ignition, mechanical fuel pump and sans ABS brakes is not often what we imagined it would be. So combining a ‘60s classic with modern technology is the ideal solution.
It was against this backdrop that my son James and I set out to build a #BMW-2002-E10 that would work as a daily driver, and a first car for a teenager who coveted his father’s ’02. It needed to be reliable, safe (at least substantially safer than the original), suitably brisk and handle with some verve. But it needed to look and feel like a 2002.
So to look back to the middle of 2013, when the previously-mentioned teenager had just turned 17 the goal was to: ‘Build a road-legal 2002 within a reasonable budget which is faithful to the classic car world, but which capitalises on more modern technology to result in a car which is safer, more refined, more economical and more reliable than the original without losing the magic of classic car ownership’.
That’s when it got complicated.
Working on the misguided notion than one BMW four-cylinder takes up roughly the same amount of space as another, we decided on a 1.9-litre #M44 motor, as fitted to the E36 318iS. Then Mrs Burford decided we needed ABS brakes, an argument I couldn’t exactly counter, and that’s when things got really complicated.
In the end we built a car with an engine and gearbox from an E36, the steering rack and semitrailing arms from an E30, and an ABS control unit from an E46 (the airbags she wanted we unfortunately couldn’t accommodate…). It is a threeyear story of trials, tribulations and eventual triumph culminating in James (no longer a teenager!) proudly driving ‘Bitsa’ for the first time…
The change to the E36 engine required the use of rack and pinion steering as the engine certainly wouldn’t go into a right-hand drive 2002 with the steering box in place. Our original fabricating partner (the less said about him the better), ran the radius arms backwards and located them against the chassis legs. This was a decision motivated by the fitment of an E90 rack, notwithstanding the fact that the rack is about a foot too wide for a 2002… To cut a very long story short, we subsequently changed to an E30 rack, relocated the radius arms to their original position and refabricated the steering linkages to come up with a solution which is more workable.
More challenges came in the form of the absence of a speedometer drive on an E36 gearbox. This meant a Stack electronic speedometer was required, along with further wiring and the need to fabricate a bespoke bracket to carry the sensor at the right front wheel. An E36 radiator meant a remote header tank had to be sourced, modified and plumbed in. The non-standard ignition called for a custom HT circuit, and ABS meant finding space for the electronic/hydraulic control box.
Fortunately, we had made the decision early on to move the battery to the boot but with the M44’s complex dual-length intake manifold, we still had to reduce the brake booster count to one, and run the rears unassisted. Once you’ve accounted for the cold air intake system and power steering fluid reservoir, there’s not much room in the left front corner of the engine bay.
While all this was going on there was the usual refettling and repairing of parts that were made in the ‘60s or early ’70s. Even the fragile high/low beam stalk was successfully repaired, and when the items in question couldn’t be rescued we took to the internet and got well-acquainted with exchange rate fluctuations, not to mention the helpful folk from Jaymic, Walloth and Nesch, and Ireland Engineering.
These will be names familiar to the readers of this magazine, I’m sure! Purchases included mainly plastic, rubber and trim bits that don’t stand the test of time well, especially in South Africa’s hot and dry Gauteng province where we’re based. To save money we tried to buy one rather than a pair and wherever possible the bits on the driver’s side are the new ones for maximum value when it comes to look and feel.
Unlike the exterior, we didn’t feel too strongly about keeping the cabin visually authentic. We kicked off with some stylish, high-backed OMP seats, with the rear bench covered in a similar black fabric. We also have a metal OMP gear knob which, along with a racing-type short-shift, makes changing gear feel like flicking a switch.
To get the driving position suitably low and ensure the back rests weren’t uncomfortably close to the headlining, we chopped the mounting rails out of the body and mounted the seats lower – on Volkswagen rails. And seeing that it is confession time, the seatbelts and high-level brake light are from a Toyota, and the ignition coil/HT circuit is from an Opel, but other than that, everything else we’ve used is stamped with a Roundel…
One of the best parts of the project was witnessing a car enthusiast network swing into action. The news on our project 2002 spread pretty quickly thanks to our Facebook page (entitled ‘BMW 2002 Youth Project’), and BMW fans from far and wide were keen to help. There was some trading of parts, but in most cases there was just good old-fashioned generosity, in many instances from long-standing industry friends. Despite all this, the project overran its budget by about £5000, but more importantly, missed its deadline completely. Instead of the car being ready on James’ 18th birthday, his 20th will have passed by the time you read this…
Nevertheless, as a ‘dad and lad’ experience it was extremely valuable. James learnt a lot of things about cars in general and ‘02s in particular and it also gave me some remarkable insights into the mind of my son: for one, he’s a lot more patient and laid-back than I am. So while I was riddled with guilt and angst (about the budget, the delays, and meeting obligations to various partners), he was chilled. He just reasoned that it’d be ready when it’s ready. With my big ‘50’ recently out the way, I’m now trying harder to be like my son…
Despite the frustrations, we did get to spend many quality hours working on the car together, much of it in a corner of the workshop at Evolution 2 Motorsport, well-known for building fine BMW race replicas and restoring local ex-racers. There were plenty of laughs, lots learnt, and beer quaffed once the work was done. Without a doubt, I would have thrown in the towel many months ago without the help of boss-man Alec Ceprnich, and his young and talented understudy, Wade Noble.
But the single biggest highlight of the project? That moment when the engine fired up for the first time, the Powermods aftermarket engine management system doing exactly what was intended. The fact that we could engage all gears, activate the ABS brakes, sound the horn and switch on the dome light were all welcome bonuses.
Yes, there’s still a niggle list to work through and the in-car entertainment system is yet to be installed but she’s a runner. And when I look back at that sad hulk that arrived in June 2013, I can’t help but feel very, very satisfied.
James Burford’s view from the cockpit
“She drives! Three years and many hard-working hours later – ‘Bitsa’ is running! The sense of achievement taking my 2002 for its first drive on public roads is hard to describe, but suffice to say, my dream had finally become reality.
“Admittedly, there are a few aspects that still need to be refined, such as the dodgy starter and a leaky steering rack – but the first test drive still exceeded all of my expectations. After a quick wash to bring back its shine after being tinkered with in the workshop for a while, I got to take her for a drive around the Kyalami area. The accuracy of the steering system, gear shifts and throttle response all feel absolutely amazing!
“Leaving the workshop of Evolution 2 for the first time without the use of a trailer was pretty damn awesome and the best part of it all has be the exhaust note – the sound of the M44 engine with a badass exhaust system does not disappoint. Having it all come together after many roadblocks along the way is such a special experience. The many hours put in by my father and I, as well as the amazing crew we have behind us, have really paid off.
“Soon enough Bitsa will be my daily drive. There’s just a few more bits and pieces to sort out, but the finish line is really in sight now!“
Where it all started…Lad wanted a 2002 a bit like Dad’s. Mom wanted ABS brakes. It got steadily more complicated from there…
Below: Ted Garstang and Gavin Ross changing the ’02’s set up to E30 trailing arms was fraught with problems.
Above right: Where it all happened… the Evolution 2 workshop has become our second home over the last couple of years. There’s no better place to build a BMW – a number of its cars have featured on these pages over the years.
You would have thought swapping one four-cylinder for another would have been easy… Final dyno-tuning and set-up awaits, but it should make 135hp at the rear wheels. Some nice underbonnet detailing in the form of the cold air system.
James sitting among the detritus that would one day become a functioning 2002!
Above: Dad and Grandad spent some time together on the wiring side of things.
Above left: Reconfigured steering has been a real headache. 2002 wasn’t designed with a power-assisted rack and pinion in mind! Above right: Techniflow exhaust system is a highlight and gives our normally-aspirated a racy ‘zing’.
Above left: Chunky OMP bucket seats were relocated and installed with (whisper it) VW seat rails. Above right: An aftermarket engine management computer replaces the missing original system on our M44 powerplant in its entirety.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationA PERFECT PAIR Gorgeous matching modded 2002 and R75/6 Retro Rides
Building one project can be challenging enough but building a matching modified car and bike combo at the same time takes some real dedication. Words: Elizabeth de Latour. Photos: Courtney Cutchen.
Matching modded #BMW-2002 and #BMW-R75/6
Until now, you won’t have seen many motorbikes in PBMW. While we admire BMW’s two-wheeled offerings and respect those who ride (because we’re not quite brave enough to rocket down the road gripping an engine between our thighs ourselves), they’re not really PBMW fodder. However, if you happen to be the sort of BMW enthusiast whose garage is home to both a modified car and a modified bike, and who has poured just as much passion into two wheels as four, then you’re definitely our sort of person. And here we have just such a person. His name is Michael Le and he owns both a stunning, modified 1975 #BMW-2002-E10 and a stunning, modified 1975 R75/6.
“I grew up on imports,” begins Michael, his first car having been a 1994 Honda Civic Coupé. “Then I crossed the bridge to an R53 MINI Cooper and then moved over to classic BMWs about ten years ago, after I learned more about their aesthetics, performance, heritage, and relative rarity. I feel that cars are my way of self-expression and art. A costly form of self-expression. My first BMW was a 1991 325iS. I got it for $2000 and had quite a few problems with it but for my first BMW it was affordable and a good place to start from.” Once he’d got a taste for German motoring there was no holding Michael back and the 325iS was followed by a 2002, a 1976 Porsche 911, a Euro 635CSi, an E30 318iS and, most recently, another 635CSi. But what we’re really interested in is this really interesting pairing of 2002 and R75/6.
“I have a habit of abandoning projects and an even worse habit of coordination and matching,” explains Michael. “I wanted to have a unique canvas that few people have, and I wanted to continue the matching four-wheel-and-two-wheel theme that started with my MINI Cooper and Vespa. It’s personally satisfying to walk out to a parking lot and know exactly which vehicle is yours. They stand alone in a sea of modern, bland vehicles and are an extension of my eccentric, old-soul/new-school personality.” Indeed.
“My focus for these two in particular was a matching set of vintage and unique smog-free machines I could daily drive given my mood,” he continues. “I learned a few things from my first 2002, such as OEM is usually best and that it’s a good idea to keep it tasteful and respectable with just a few personal touches. As for the motorcycle, this is my first bike but my second two-wheel vehicle. I’m a proud self-taught rider with scars to prove it. I knew it would be a cafe racer; the style and simplicity is so appealing.” A café racer, for those not well-versed with modified bike styles, is a lightweight bike built for speed, handling and short, fast rides rather than comfort. The name originates from the ’60s when members of the British rocker subculture (as in mods and rockers) used fast, personalised bikes to ride between transport cafes along the newly-built motorways and Michael’s R75/6 has the classic café racer-look.
The 2002 was purchased from an enthusiast and already had a number of attractive mods, with an M42 up front, a five-speed gearbox, an LSD, Recaros and metal bumpers. “It was halfway done!” Michael exclaims. “The bike’s previous owner commuted over 50 miles each way on a daily basis for a few years; it had some leaks, as to be expected from a 40-year-old vehicle, but it was useable.” And with both machines in his possession, the projects could begin.
When Michael says he has a thing for coordination he’s not kidding as the work he’s put in to get these two matching on virtually every level is outrageous. With an emphasis on the individual, styling was extremely important for the both the 2002 and the R75/6, especially as the café racer-look is distinctive and calls for certain mods to achieve the desired style.
The 2002’s pumped-up look was achieved with a selection offbeat styling additions. “Everyone has turbo flares,” says Michael, “so I got OEM replica flares from 2002 GarageWerks. And everyone has access to the standard 2002 turbo front air dam, so I got a Jaymic front air dam.” He’s also added an Ireland Engineering rear spoiler and rear chrome shorty bumpers, deleted the antenna, and fitted a Cibie third brake light and flat Euro front turn signals. You can’t build a bad-looking 2002 and this one in particular looks fantastic, with period styling that’s got an individual twist to it.
The bike, by comparison, was a far more involved build as there’s a lot of work required to go from regular old motorcycle to café racer. “Modernised café racers usually retain the exterior gauges or eliminate them completely,” explains Michael, “but I located the gauge in the headlight bucket for a clean look. Garage builders usually don’t do any cutting and keep the two-up tail; I had to get a seat that went along the clean lines of a single seat bike and cut the rear subframe, along with de-tabbing anything unnecessary. When I say I, I mean my friend and firsttime builder Fernando at Morales Custom Cycles. He did nearly everything for the bike except the paint. Let me tell you, for a first timer, he’s professional-grade in my book. We both learned together. His patience was tried and my wallet was tried, but it was worth it.”
Even if you’re not a bike fan you have to admit that Michael’s R75/6 looks achingly cool. Of course, as good as the car and bike looked, they didn’t match at that point, so Michael took them both down to Affordable Auto Body in Hayward where they were sprayed in #BMW Individual Moonstone metallic. He even got his crash helmet sprayed in the same colour. “The finishing touch was done by Lyle’s Vinyl Styles in San Carlos. He does custom vinyl wraps and did some seriously clean BMW M pinstripes on both the car and bike as a subtle theme tie-in,” Michael explains.
Now, matching paint colours and stripes are one thing but matching the car and bike’s wheels was a much bigger challenge, especially as far as the bike was concerned. “I started off with some black/silver 13” ATS Classics on the 2002 to go with the theme at the time,” Michael tells us. “A few months later I was browsing eBay Germany and came across these vintage gold BBS E76s. I wanted mesh wheels for the car but felt the BBS RS look has been done time and time again. But magnesium 15” E76s? Yes please! I bid on them for fun and ended up winning them. So I then had to change the whole game plan for the car and bike to accommodate the colour scheme of new the wheels,” he laughs. 2002s and cross-spokes go together like toast and jam and the E76s look so good on this car they could have been custom-made for it.
The gold centres and polished lips are the perfect match for the silver paintwork and they do a fantastic job of filling out those fat little arches. “Since the BBSs were vintage gold with polished hardware, polished lips and red BBS logo stickers, for the bike I had a set of wheels custom-made at Woody’s Wheel Works in Colorado,” Michael continues. “They’re such helpful, friendly and professional people. They made some custom vintage gold spokes, polished nipples, and polished Akront rims. Then I bought some red Akront stickers to place on the rims.” The end result is about as good as you can get considering how different bike wheels are to car wheels. Hats off to Michael for going to these lengths to get the two looking as similar as possible.
The interior on the 2002 is absolutely gorgeous, a perfect blend of wood and black leather, and Michael has spent some time on the finishing touches. “The car came with these great quality, smooth and perforated leather black Recaro front seats, so I carried the theme throughout the rest of the car and over to the bike,” he says. “The 2002 interior and the bike seat were sent to Super Auto Upholstery in Hayward. The E24 rear buckets were given the same treatment, as well as the door panels to match. Even the headlining was done in black. The car also came with a wooden Nardi steering wheel, a wooden gear knob, and a wooden gauge cluster with black face gauges and red needles. The bike seat is an identical replica of the car seats, down to the size of the stitching, piping, and materials used. I sourced some Harley wood grips that matched the steering wheel as closely as possible. Fernando made them work on the bike and Lyle did a vinyl wrap around the gauge trim to mimic the wood and, yes, the bike’s gauge is black with a red needle.”
This pair is not simply a case of style over substance, though, as Michael’s put the work in where it counts: the engine and chassis. “The 2002 came with the M42 out of an E30 318iS mated to a Getrag 240 gearbox from an E21 and a 3.73 LSD – really the perfect combo for the peppy and light E10 chassis,” he says. “I considered a turbo to go along with the turbo tribute look and it would have meant having to go turbo with the bike as that’s how anal I am, but I found a good deal on a set of Dbilas ITBs which I couldn’t pass up.” In addition to the ITBs, the engine’s had a coilover plug conversion, a Midnight tuning chip and a straight-through exhaust system with a Scorpion silencer. “When it came to chassis mods, my research suggested that Ground Control coilovers and Koni Yellow adjustable struts were the way to go, along with Ireland Engineering anti-roll bars and a nonadjustable camber kit. It’s the perfect setup for a comfortable daily driver that’s also good for some spirited twisty canyon driving when needed.”
There’s a lot less that can be done on the bike, according to Michael, so he’s kept things simple: “On the engine front I went for maintenance, cleanliness, and reliability! I had all the seals replaced, valve adjustment done, and cleaned the cylinders, heads, rings, valve covers etc. In terms of chassis mods you can’t do too much for a café racer besides beef-up the suspension and weight reduction, so I ordered some Redwing rear struts and lowered the front with new fork fluid. It looks good and still rides comfortably.”
On their own, this 2002 and R75/6 are magnificent builds with incredible attention to detail and some really fantastic, unique mods. However, taken as a matching pair they are truly something special. “I spent two-and-a-half painstaking years developing both vehicles. I have the vision but don’t possess the talent or patience. There were a lot of favours, switching back and forth between vehicles, and a lot of restless nights in which I nearly abandoned these projects,” says Michael. Fortunately he didn’t and the end result is unquestionably worth all that effort. We all know what we’re signing up for when we take on a new project but not all of us have the mettle to see them through. It’s doubly difficult when you’re working on two projects at once.
Michael just has a few finishing touches to add on both the 2002 and R75/6. He’s currently working with Dbilas on a chip tune specific to his combination of M42 on ITBs, while for the bike he’s lined-up a big bore kit, lightened flywheel, and a rear monoshock conversion. You’d think once that was done he’d be ready to put his feet up and enjoy the fruits of his labours but he’s clearly a glutton for punishment as he’s got an E24 635CSi project in its infancy. “My goal is to make my ideal black-on-black Euro E24 and if I had to continue my four-and-two-wheel theme, I may opt for a motorised bicycle built by Dutchman Motorbikes,” he muses. “They build custom motorised bicycles, either cruiser or café racer style, to your specifications. It would seem fitting to go on the Euro E24’s roof rack!” he laughs, but we don’t think he’s joking.
“I spent two-and-a-half painstaking years developing both vehicles”
Leather seat material and design has been mimicked on the bike, as have all the wooden interior details.
TECHNICAL DATA FILE #1975 / #BMW-2002 / #BMW-2002-M42 / #M42 / #BMW-M42 / #BBS / #BMW-2002-Tuned / #BMW-E10
ENGINE AND TRANSMISSION 1.8-litre four-cylinder #M42B18 , coilover plug conversion, #Dbilas ITBs, custom straight-through exhaust with Scorpion silencer, #Midnight-Tuning chip, E21 five-speed gearbox, 3.73 LSD, Z3 short-shift.
CHASSIS 9x15” ET10 (front and rear) #BBS-E76 vintage gold magnesium wheels with 12mm spacers (front) and 15mm spacers (rear), 205/50 (front and rear) Kumho Ecsta tyres, 2002tii front hubs, E21 250mm rear drum brakes, #Ground-Control coilovers, #Koni-Yellow struts, Ireland Engineering front and rear anti-roll bars.
EXTERIOR #Jaymic-2002-Turbo-style front air dam, 2002 #GarageWerks Turbo-style arch flares, Ireland Engineering rear spoiler, rear chrome shorty bumpers, antenna delete, #Cibie rear third brake light, flat Euro front turn signals, Vinyl Styles M stripes.
INTERIOR #Recaro front seats, E24 rear seats, matching fabric and stitch pattern, black pillars and headlining, #Ireland-Engineering Turbo-style gauge pods, Autometer gauges, Nardi wooden steering wheel, wooden gear knob, custom Honda Civic armrest, Esty salt and pepper carpet.
TECHNICAL DATA FILE 1975 / BMW-R75
ENGINE AND TRANSMISSION 749cc flat-twin 247, all-new gaskets, rebuilt #Bing carbs, #K&N air filter pods, sport exhaust, #Battery-Tender lightweight battery, #BoxerCafe starter cover, five-speed gearbox, new fluids, seals, and gaskets.
CHASSIS 19” (front) and 18” (rear) #Akront aluminium rims and vintage gold spokes, 3.25/19 (front) and 4.00/18 (rear) Michelin tyres, stock front springs with new fluid, remanufactured rear drum brakes, #ToasterTan triple tree, Redwing rear struts, #Boxer-Metal rear sets, clip-on bars.
EXTERIOR De-tabbed and shaved Ural headlight bucket, Motogadget dummy lights, Autometer digital gauge, custom extended bucket ears, shortened rear subframe, frame and body de-tabbed, battery relocated under Thorsten Strenger fibreglass singleseat rear cowl, X-Arc LED integrated turn signals/brake lights, chrome bar end mirrors.
INTERIOR Custom seat with matching fabric and stitch pattern, wood-style grips, colour-matched Biltwell Gringo helmet and bubble shield, black leather Members Only jacket with custom-sewn armour pockets.
THANKS My girlfriend Cindy for her patience and letting me ‘express’ myself; Frank and Jesus at Super Auto Upholstery, Joel at Affordable Auto Body, the team at Woody’s Wheel Works, Bryant and Jeriko at Bryko Motors, Le from 2002 GarageWerks, Lyle at Vinyl Styles, eBay.de for not letting me retract my best offer for the BBS wheels, Phill and Jessa for chauffeuring me around, Patrick for letting me borrow his car, Matt for the continual optimism and inadvertent help with naming the vehicles, Tristan for both the motivation and keeping me grounded, Courtney for spotting my 2002 at a local car show, befriending me, and giving me the opportunity to share my art in PBMW. Ultimately, Fernando at Morales Custom Cycles for his patience with my vehicular sickness and making my car and motorcycle visions a reality. Without him, I don’t think my motorcycle would be as ideal as it is. My mom for her sense of art and meticulousness that rubbed off on me while I grew up, and my dad for encouraging me to create my visions growing up as a child via a seemingly endless supply of Lego sets.
Car and bike have been finished in matching Moonstone metallic and wear matching vinyl M stripes.
Not something you expect to see in PBMW but this classic café racer is a gorgeous retro machine.
“Cars are my form of self expression and art. A costly form of expression”Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationAuctions America, Santa Monica Sale / #1976 / #BMW / #BMW-2002 / #BMW-E10 / #BMW-2002-E10 / SOLD FOR: $4950 Approx £3750
Prices for perfect 2002s are definitely on the up, but given the potentially high restoration costs of these cars the less than perfect ones do seem to attract low bids at auction. This 1976 example was one of the last of the line with square rear lights and the rather unattractive US-spec impact bumpers but nonetheless it didn’t appear to be in too bad shape with the interior in particular looking in fine fettle. A hammer price of less than £4000 made it look like pretty good value.Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationClassic Car Auctions June sale / #1973 / #BMW-2002-Baur / #BMW-2002 / #BMW / #BMW-2002-E10 / #BMW-E10 /
We love a 2002 and this round-rear-light model with a #BAUR soft-top looked to be an excellent purchase. With 38k miles indicated (although not verified as correct) and receipts for a £5000 recommission a couple of years ago, it should provide many happy summer miles for its new owner. It sold for £8900, a little over its £6500- £8500 pre-sale estimate.
SOLD FOR: £8910Stream item published successfully. Item will now be visible on your stream.
- Post is under moderationTHE HERETIC
Sticking a supercharged Honda-S2000 engine under the bonnet of a 2002 might sound like heresy, but it makes for one hell of an awesome machine. Classic looks with a modern heart make Elliott Norris’ supercharged 2002 the ideal track day warrior to drive round the Alps… Words: Mike Renaut. Photos: Matt Richardson.
We heard Elliott Norris’ 2002 approaching before we saw it… and that’s quite a trick with a car this brightly painted. So, why a 2002? “I’ve always loved them,” replies Elliott. “I love the shark nose and the profile – it’s a perfect little car. It’s also the first car you drive in the Forza 4 Xbox game.” Curiously, that’s more or less the way this car developed. In the game you put in a different engine, add performance parts, make the car lighter, then paint it a bright colour. Elliott has turned that armchair build process into reality.
His garage contains immaculate, stock examples of a 1974 2002 Turbo, a 1988 M3 Evo II, a 1987 M635 CSi and a 1973 3.0 CSL. He’s also got an M2 on the way, so it’s a slight surprise to learn this BMW sports Honda power. “I spotted the car on eBay in 2012,” explains Elliott. “It’s been changed pretty dramatically since then though. I bought it for fun and I paid about £8000. It’s a genuine 2002 and it came with the Honda S2000 engine and gearbox in factory tune part-fitted.
“I wanted a car I could drive to the track, race, then drive home again,” explains Elliott. “It will never go anywhere on a trailer. It’s already been round Europe twice – that’s how I develop it. It’s a perfect size to drive around the Alps. But then I took it around the Spa circuit and it turned out a temperature sensor wasn’t working so the engine was detonating the whole time. Of course, being a Honda it didn’t break but it was obvious it would need a rebuild. I thought that, as we were stripping it, I might as well add a supercharger.” Well, it makes perfect sense to us… Although, on opening the bonnet, we have to question the presence of the Magic Tree air freshener in the engine bay. “I kept getting fumes leaking into the interior,” laughs Elliot. “I bought four different flavoured air fresheners to attempt to discover the source of the leak!”
But back to the serious business of power. “With the standard S2000 running gear it was putting out about 220hp,” Elliott continues. “Now we’ve added the Rotex S2000 supercharger on a full-race engine with a slightly smaller blower pulley it’s currently got 382hp and 306lb ft of torque. It would be nice to go to 400+ brake with a bigger pulley.
When it was mapped it had 388hp at the wheels but I’ve since fitted a more restrictive exhaust – the old one was basically like a bit of old drainpipe.”
A custom-made Hayward and Scott stainless steel exhaust now resides under the car, connected to a bespoke manifold. The change was to quieten the beast a little, since race tracks weren’t happy with decibel readings of 110 or more! “I had a Decibel Devil fitted to get on the Nürburgring but half way round it spat it out onto the track…”
In the nicest possible way, this car is an odd mix. It’s loud and raw with dizzying acceleration but there’s also a comfortable interior with a heated windscreen (it genuinely does get used all year round) and a USB port on the dashboard. It’s got quality carpets and custom-made doorcards. There’s also hand-made brushed aluminium inserts and a roll bar that’s mainly an anchor for the race harnesses. “I’d like a full cage but I think they’re dangerous for road driving if you’re not wearing a helmet,” Elliott says.
We suggest that the car reminds us of those limited edition, lightweight race versions that Porsche or Mercedes are always releasing, and Elliott agrees: “That’s part of the feel I was after.” To get the car like this he sought a lot of expert advice along the way, as he explains: “Hanger 111 managed a lot of the initial build, particularly the interior and suspension work. The suspension it came with was shot. The front dampers were so poor it constantly locked the front wheels. My research led me to Ireland Engineering in the US and we fitted its full race dampers and spring strut braces.
“The body was shabby when I got it so I stripped it down. It had 2002 Turbo arches and front spoiler but we fitted a Group 2 body kit after we widened the wheel track.”
The paintwork was tackled by the man who Elliott trusts to do all of his car’s bodywork: Robin Middleton of RJM Body Repairs in Stowmarket. “Fitting the bonnet pins was tricky,” remembers Robin. “I only had one chance to drill them but I had to take account of the way the front-hinged bonnet opened. The wheels also took a lot of time as at first they were touching the arches with the steering on full lock. I bought two new front wings then cut them up to fit the wide arches. At once point I all but begged Elliott to let me raise the front by just two millimetres for extra clearance but he wouldn’t let me.
“I also blended in the rear valance around the exhaust pipe and cut the front spoiler to fit the intercooler. Elliott wanted the beltline trim removed so I filled the mounting holes. He gave me a tight deadline and I worked through a bank holiday to get it done on time. Elliott wanted Inca orange paint from the 1973 BMW palate so I scanned it to get the exact shade and then finished it in lacquer. The car came out really nicely. I’m still waiting for Elliott to give me a ride in it though!”
When Elliott first installed the supercharger he immediately noticed the original S2000 gearbox was crunching when shifting between first and second. “Basically it couldn’t handle the power of the supercharger,” he explains. So it was pulled out in favour of a quick-shift Quaife 69G sixspeed that was built to cope with 750hp and allows shifts without lifting off the accelerator – meaning you’re hurled forward without any break in momentum. “It changes gear in 0.3 of a second. However, it’s since been fitted with helical gears as, much as I love the sound of straight-cut gears, they’re difficult to use in traffic and I’m also keen to keep my hearing,” grins Elliott. “Thanks must go to Lee at Auto Shack who has a great mind for altering things. He fitted the Quaife gearbox and put up with my constant crazy schemes.”
The steering column from a Vauxhall Corsa mates to a Quaife quick rack originally intended for a Peugeot 205, but with an ECU kit from DC Electronics the electric power steering is now fully mappable and changes the amount of assistance offered according to torque input and output. It even has a super-light mode for parking in tight spaces – see what we mean about it being a roadfriendly race car?
The custom ‘Ketzer’ badge on the bootlid is the German for ‘heretic,’ while those Honda badges on the front wings came from a motorbike and are a relatively subtle hint that things are no longer standard underneath. More obvious are the BBS E50 wheels. “They were originally highly polished until I drove it round the Alps,” admits Elliott. The wheels were narrowed recently from eight-and-a-half inches on the front down to seven, and nine inches on the rear to eight-and-a-half, meaning the car now turns-in a lot better. “Since the BBSs are true split-rims we just moved the front inner barrels to the rear and replaced the front inner barrels with new ones. The main issue being the larger width was reducing the steering lock due to clearance. Running a narrower wheel has meant we now have the full lock back.” Although it’s cured a lot of the understeer Elliott mentions, it’s made the 2002 a lot harder to drift. However, surely Elliott hasn’t spent all this time building a fast road/track car only to now use it for drifting? “It was built to handle but not necessarily to grip,” he tells us. “It was designed to be a driver’s car. It’s purely about entertainment and having fun in any race event, but it was certainly never about setting lap times.”
An E30 325i rear axle with an E30 M3 differential puts down the power, although Elliott has to be careful, as he explains: “The rear squats massively under hard acceleration – it actually hits cat’s eyes in the road.” Wilwood disc brakes on all four corners haul the 2002 down from those supersonic speeds.
“A fully-mappable Emerald ECU means I can alter the engine map for regular fuel, race fuel, and ‘big flames from the exhaust on liftoff’ mode.” Of course, the upgrades meant the engine’s thirst for fuel has increased dramatically – so much so that a full race fuel system was required including a baffled tank with a swirl pot. The tank is now topped up via a cap in the boot. “I often get announcements over the tannoy at petrol stations because they think I’m pouring petrol straight onto the floor of the car,” grins Elliott. That means the original fuel filler in the rear wing is now redundant. “I was toying with putting a comedy springy snake in there in case anyone ever opens it…” he chuckles.
The body is all steel with the exception of the fibreglass bonnet, although Elliott says: “I might go back to a steel one. The fibreglass tends to vibrate at speed.” The latest addition to the car is a genuine new old stock Autoplas rear window louvre. “They’re super-rare. I found it in Latvia still in the original box.”
One of the few standard parts remaining is the handbrake mechanism. “I haven’t changed it but I should – it’s rubbish.”
Also not quite up to par is the speedometer, which decided to break on the way to the photoshoot meaning we couldn’t get any performance times. But Elliott knows 60mph comes up in under four seconds and, having experienced the car’s wall of acceleration, we completely agree. We hit 60mph in less time than it took to write this sentence (and I type with four fingers!). “It will outrun a new Porsche GT3 on a track,” says Elliott.
Generally the car has been very well received, although not by everyone. “I took it to a BMW Car Club meet and two guys told me it was the most horrible car they’d ever seen,” he laughs. However, given that Elliott already owns some quick cars including a Plymouth Superbird (go on, Google it), a Noble M12, and a 2011 Caterham he built himself (and in which he has recently won a race series), is he impressed with his 2002? “It’s an on-going labour of love, most of the modifications had to be done twice. I’m not sure I’d do it again – as I’ve spent well over ten times the original purchase price. If I was going to change it then I’d alter the look of the rear arches – there’s too much space between the tyre and the arch – but I’m not going to lower it since it sits just right. The suspension still requires some tweaking. I want the handling perfect for track use and it’s not quite there yet. With the supercharger fitted it needs more damping but currently they’re not adjustable and heat ingress is still a problem. But on the plus side it’s the most frightening car I’ve ever driven.”
Interior has been trimmed by Corbeau and fitted with a half cage and GT8 front seats with TRS harnesses.
DATA FILE Supercharged S2000 / #BMW-2002 / #BMW-2002-Supercharged / #BMW / #Rotrex / #Honda / #BBS / #BMW-2002-E10 / #BMW-E10 / #BMW-2002-Honda-S2000 /
ENGINE AND TRANSMISSION 1997cc #Honda-F20C engine from S2000, #Rotrex-C38-81 supercharger, #TTS mounting kit with eight-row poly vee pulleys, #CP-Carrillo 10:1 comp pistons, #Brian-Crowler steel con rods, #Deutsche-Werks 1000cc injectors, #Rotrex-supercharger oil system, reservoir, filter and radiator, #Emerald-ECU with dash switchable mapping, custom-made #Hayward-and-Scott stainless steel exhaust manifold and exhaust, pro-alloy baffled fuel tank with swirl pot and pumps, #Quaife-69G sequential ’box, E30 325i rear and M3 large case diff. 382hp, 306lb ft
CHASSIS 7x16” (front) and 8.5x16” (rear) #BBS-E50 three-piece magnesium wheels with 195/45 (front) and 215/40 (rear) Toyo Proxes TR1 tyres, #Ireland-Engineering race dampers, springs, strut braces and anti-roll bars, #Quaife Peugeot 205 quick rack with #DC-Electronics mappable electric #PAS
EXTERIOR Inca orange paint, Group 2 body kit, 2002 turbo front spoiler, Autoplas rear window louvre
INTERIOR Smiths gauges in custom dashboard, custom centre console, interior trimmed by Corbeau, GT8 front seats with TRS harnesses, BMW 635 rear seats, colour matched stitching and upholstered in Alcantara, half cage
THANKS Hanger 111 (www.hangar111.com), RJM Body Repairs (www.rjmbodyrepairs.co.uk / 01449 771962), Auto Shack (01394 548675)
Custom-made Hayward and Scott exhaust manifold connects to custom exhaust system; Magic Trees helped trace the source of fumes leaking into the interior.Stream item published successfully. Item will now be visible on your stream.