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    / #1974-BMW-2002-Turbo £105,126 / #1974 / #BMW-2002-Turbo / #BMW-2002 / #BMW / #BMW-2002-Turbo-E20 / #BMW-E20 /

    The #RM-Sotheby’s Arizona sale, January 19. Welcome to the big time for another BMW model, which also happens to hold the title of Europe’s first turbocharged road car. Their prices have also been turbocharged in recent years but this is the first to reach six figures at auction. But it is one of the best, ready to show after a recent £30,000-plus restoration by BMW specialist #GC-Motorsports in Ontario, Canada. Four years ago you could buy good ones for £30k.
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    / #BMW-2002-Turbo / #BMW-2002 / #BMW / #BMW-2002-Turbo-E20 / #BMW-E20 /

    No, Will Beaumont hasn’t built himself a 2002 Turbo replica, he’s borrowed the real thing. Here’s why.

    In case you missed it, BMW celebrated its centenary in 2016. Something that’s more likely to have passed you by is that it was also 50 years since the 2002 arrived. Ideally I would have joined the celebrations in my own example, but it’s still languishing in my conservatory, unfinished. So instead I asked BMW UK if I could borrow its precious 2002 Turbo. Much to my delight, instead of being laughed off the phone, the answer was yes.

    In the days I had the car I took it to be included in an aerial shot with a group of other 02s arranged to form a ‘50’. Then it was over to the annual #BMW show at the British Motor Museum at Gaydon where the car won best 2002 Turbo in show (it was the only 2002 Turbo in show).

    But all this was nothing compared with being back behind the wheel of an 02 again. All Turbos are lefthand drive, but the thin pillars and swathes of black vinyl made it an otherwise familiar environment. I was under strict instructions from BMW not to perform a dynamic test of the Turbo, but I couldn’t help but sample the full ’70s turbo experience.

    Above 4500rpm is where all the action happens – there’s a surge as the turbocharger kicks in and the revs go berserk. Even so, the Turbo’s reputation for being an animal that’ll spit you off the road has been slightly over-egged. Actually, as the boost arrives like clockwork, you can be surprisingly accurate with the car. OK, there isn’t much grip, but even with those big bolt-on wheelarches it’s still a small car, so there’s plenty of room on the road to carve whichever line you like.

    The Turbo is a more civilised car than mine was before I took it off the road – more of an autobahn cruiser – but I was far from disappointed after meeting what is one of my automotive heroes. The Turbo is fun, but I’m glad that my car, when it’s finished, will be much feistier.

    ‘The 2002 Turbo’s reputation for being an animal that’ll spit you off the road has been slightly over-egged’
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    Stunning 800whp turbo M10-powered 2002 is like a gift from the gods…


    With an astonishing 800whp from its turbo’d M10, this wild 2002 is about as quick as any sane person would want to travel. Words: Elizabeth de Latour. Photos: Christos Karagiorgakis.

    2002: A PACE ODYSSEY

    Think of Greece and you will no doubt think of crisp, white houses sitting before the bluest sea you’ve ever seen, beautiful beaches, and delicious food. Perhaps what you won’t think of is modified BMWs. However, having been to Greece on many previous BMW-based visits, we can tell you that there are some serious machines scattered across the country. And this right here might just be the most serious piece of German modified machinery that Greece has to offer. It belongs to Stavros Panagopoulos, who has owned it for ten years. This was, in fact, his very first #BMW : a humble 1602 that he found for sale near his house. As you can probably tell, it’s changed a bit since then…

    Stavros says he entered into ’02 ownership with plans to make the diminutive classic just a little bit faster. And while he’s certainly achieved his end goal, and then some, he didn’t embark on a journey of turbocharged madness from the off; there were at least two slightly more sensible stages prior to what you see here. Things started off normally enough, with the 1.6-litre four-cylinder engine enhanced with twin side draft 40 carbs. And that was fine, but not quite enough for Stavros’s liking. So Stage two was a bit more dramatic. The original engine was deemed not quite large enough so it was removed and in its place went a more powerful 2.0, its potency ramped-up considerably with the addition of a 300-degree camshaft, Weber 48 DCOE carbs, MSD Ignition components, and a selection of other sexy engine enhancements. That’s pretty solid and we wager the car (that was now by definition a 2002) must have been a whole load of fun to drive and a massive step up over how it felt originally. And then something happened: Stavros decided that what he really wanted was an 800whp turbo conversion. Because, sometimes, that’s just what you need in your life…

    As you might imagine, making that sort of underbonnet magic happen takes more than a little bit of work and the engine spec list reads like a who’s who of the performance tuning scene. It’s thorough and it’s glorious. It’s the modified BMW enthusiast’s equivalent of 50 Shades of Grey…

    Step one, you’ve got to get your engine choice down. Stavros opted for the sturdy M10, which served as the basis for BMW’s insane turbocharged M12 motorsport engine as well as the S14, so it’s certainly up to the task of coping with a spot of turbocharging.

    But the example nestling under this ’02’s bonnet is very far removed from your common-or-garden M10, as you might have guessed. There’s a lot in the engine bay, so much so that you can barely even see the engine, but if it looks impressive from the outside, there’s plenty to get excited about on the inside, too. 89mm CP forged pistons have been fitted, along with Carrillo forged rods, a custom reprofiled camshaft from Boubis Cams, and #VAC-Motorsports valves, rocker arms, valve guides and valve springs. Somewhere within the engine bay (you’ll have to take our word for it because it’s buried deep beneath seemingly endless pipework) sits the very core of all that power: an absolutely gigantic #Garrett-GTX4202R-turbo . This beast of a snail is rated up to 1150hp so Stavros has plenty of headroom, running as he is at around the 900hp mark, should he ever decide that’s not quite enough. This is useful, actually, as his next goal is to hit 1000hp…

    When it came to getting everything squeezed into the engine bay, custom is most definitely the word of the day: the turbo feeds a HPS custom intake manifold via a suitably massive front-mounted intercooler and sits on a custom exhaust manifold that connects up to a custom exhaust with an external wastegate that exits through the sill just behind the passenger side front wheel.

    The exhaust manifold and the turbo housing itself have both been treated to a Zircotec ceramic coating. Stavros has also had massive Bosch Motorsport 1600cc/min injectors fitted to supply enough fuel to keep the engine happy, along with a custom HPS oil pan. The whole lot is looked after by an Autronic SM4 stand-alone ECU.

    Seeing as no one involved in the designing and construction of the ’02 family could ever have imagined that someone in the distant future would attempt to pass somewhere in the region of 900hp through the compact runabout, Stavaros has had to go to town on the transmission and chassis to ensure it didn’t tear itself to pieces. The gearbox is a five-speed manual Getrag unit from the E28 535i mated to a custom twin-plate clutch that can handle the immense amount of power and torque being developed by the engine, with an E34 M5 rear axle tasked with transferring everything to the rear tyres. On the suspension front, this 2002 has been fitted with E36 M3 underpinnings, including subframes and wishbones, with #KW coilovers up front and Bilstein dampers at the back. While it doesn’t take much to stop a car as small and light as a 2002, stopping one that’s travelling at close to the speed of sound does require something a little more substantial, and this example certainly doesn’t mess about. Up front sit AP Racing Galfer four-pot calipers clamping 305mm vented discs. The rear setup is no less substantial, with another set of AP Racing four-pot calipers wrapped around slightly smaller 255mm vented discs.

    When it came to the exterior Stavros decided to keep things relatively subtle in as much that a casual observer might not be aware of what’s been changed but, at the same time, it’s clear that this 2002 is far from standard. It’s actually about as aggressive as a 2002 can really get. The biggest difference are those pumped-up arches, complete with sill extensions that fill out the flanks. They give the normally unassuming classic some real road presence. Having the wastegate exiting through the sill certainly doesn’t hurt, and neither does that fat, single-tipped exhaust pipe. Of course, fitting wide arches is one thing, having suitable wheels that are substantial enough to fill them is another matter entirely but Stavros’ choice definitely doesn’t disappoint, though it might raise a few eyebrows. He’s taken the classic cross-spoke look that sits so well with the 2002 and turned it on its head with a set of decidedly modern Work VS-XXs.

    The 17” wheels are positively huge on the compact classic but they look fantastic, really filling out those big arches, especially with the car dropped low over the fat rubber. Even parts of the body that may look stock aren’t. For example, the bonnet and boot might appear to be relatively standard, bar the pins and catches, but they are both carbon fibre items, with twin fuel fillers on the rear deck for the bootmounted alloy fuel cell. The one thing the 2002 isn’t is heavy, so adding carbon panels and reducing the already low weight further still means that, with 800whp on tap, this car is absolutely insane – just in case you hadn’t gathered that already!

    With a build like this the interior could go a number of ways: hardcore, stripped-out; stock and subtle; or, option three, custom, luxurious but still decidedly sporty – which is exactly what Stavros has gone for. The interior is dominated by those gorgeous Recaro A8 seats and both they, the rear seats, the doorcards, the steering wheel centre section, the gear gaiter and the handbrake have all been covered in the same delicious shade of caramel leather.

    Something that’s easier to miss is the custom alloy roll-cage; it’s so well-integrated that, while you can clearly see the rear diagonal support, the sections that penetrate the dashboard (down into the footwell) and the rear parcel shelf are much more discreet.

    Up front, the gauge cluster has been replaced with an AIM MXL digital racing dash while the centre console now resembles the flight deck of an aircraft rather than a car. Where the central air vents would have once been there now sits a quartet of custom-mounted GReddy exhaust temperature gauges and below that another custom panel that houses a Daemon boost gauge, A’Pexi turbo timer and fuel gauge and, finally, down in front of the illuminated gear lever, you’ll find a pair of GReddy pressure gauges.

    We’ve featured some pretty wild 2002s over the years but this example might just ‘take the cake’. It’s an utterly incredible machine and we’re a little bit in love with it. We love how the custom wide-arches give the little 2002 a broad, square stance. We love the interior, with its blend of modern tech, race components and gorgeous leather. And we really love the engine; we doubt you’ll see a more complicated engine bay, there’s just so much stuffed under the bonnet. And to come away with 800whp from such a small engine and to have it at your disposal in such a small, lightweight car is utterly insane and, well, we love that too.

    TECHNICAL DATA FILE #BMW-2002-Turbo / #Garrett-GTX4202 R / #Garrett / #BMW-2002 / #M10-Turbo / #Getrag / #BMW / #BMW-2002-800bhp /

    ENGINE AND TRANSMISSION 2.0-litre four-cylinder #M10 / #BMW-M10 / , CP forged pistons, #Carrillo forged rods, #Boubis-Cams custom reprofiled camshaft, #AC-Motorsports valves, rocker arms, valve guides and valve springs, Garrett GTX4202R turbo with Zircotec ceramic-coated housing, #Zircotec ceramiccoated custom exhaust manifold, external wastegate, custom exhaust system, #HPS custom intake manifold, #Bosch-Motorsport 1600cc/min injectors, #HPS custom oil pan, #Autronic #Autronic-SM4 stand-alone ECU, Autronic ignition, #Getrag fivespeed manual E28 535i gearbox, custom twin disc clutch kit

    POWER 800whp

    CHASSIS 7.5x17” (front and rear) #Work-VS-XX wheels with 205/40 (front) Yokohama AVS Sport and 245/45 (rear) Dunlop SP Sport MAXX tyres, E36 M3 subframe, wishbones etc, #KW coilover kit (front), #Bilstein dampers (rear), E34 M5 rear axle, #AP-Racing Galfer four-pot calipers with 305mm vented discs (front) and AP Racing four-pot calipers with 255mm vented discs (rear)

    EXTERIOR Carbon fibre bonnet, carbon fibre boot, custom wide-arch conversion

    INTERIOR Custom alloy roll-cage by Ilias Makropoulos, #Recaro A8 seats, rear seats, doorcards, steering wheel centre section, gear gaiter and handbrake finished in caramel leather, illuminated M gear knob, AIM MXL digital racing dash, custom-mounted #GReddy exhaust temperature gauges, pressure gauges, Daemon boost gauge, A’Pexi turbo timer, alloy fuel cell

    Engine looks monstrously complicated, and it is, with a huge amount of custom work at every turn and a gigantic #Garrett-GTX402R turbo buried deep within.
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    The Turbo Age #BMW-2002-Turbo vs #BMW-1M-E82 /// #BMW-1M-Coupé-E82 /// #BMW-E82

    We pitch a 2002 Turbo up against a #BMW-1M to trace the history of BMW’s turbo technology. We step back 40 years into the annals of history and take a look at the early days at the M Division and its ground-breaking #BMW-2002 Turbo then leap forward four decades to one of the first bona fide turbocharged M cars, the 1M Words: Johann Venter /// Photography: Oliver Hirtenfelder

    We’ve been trying to get this feature off the ground for a while now but finally we’re here at the Zwartkops race track and sitting bathed in sunshine are the stunning 2002 Turbo and one of M’s later concoctions, the wild 1M. I know what you are thinking: why the hell are we comparing the Turbo to the 1M and not the M235i? Well, technically, the 1M is the previous 2M if you catch my drift, and secondly we wanted to get the range-topper, which is the outright M car (the M235i is just the antecedent), to go head-to-head with the ultimate 2002 of its time, the Turbo.

    But before we get into the driver’s seat let’s dive into the archive to find out what made these cars such trailblazers. Admittedly the Turbo has got somewhat of a longer history. As with the E30 M3, the 2002 Turbo was partly developed for homologation purposes so that BMW could go racing and secondly, as a halo car to boost sales of the 2002 range as it reached the end of the productionline. Although not badged as an M2 the development of the Turbo is firmly rooted in motorsport history. In order to remain competitive, retain the title and fight off Porsche and the like in the 1969 Group 5 European Touring Car Championship, the head of motor racing at BMW, von Falkenhausen ‘Lord of the Blue and White’ developed the #BMW-2002TIK (K for Kompressor) with his small team of race engineers which included Paul Rosche, his protégée. The Turbo used the same #M10 engine with the #Kugelfischer manual injection system (which would be later introduced on the #BMW-2002tii ). It produced up to 290hp and could reach speeds of 155mph. This was enough for BMW to secure a consecutive constructors’ title in ETCC in Division Three beating Porsche by half a point. Fourteen years later BMW would secure its first F1 title as an engine supplier and partner to the Brabham team which used the same M10 engine block, albeit with a much more powerful turbo.

    Hot on the success of the 2002TIK, BMW wanted to demonstrate what it could do with turbo power in a road car and show off some of the other technological advances it was making – hence the 1972 BMW Turbo concept car was born. Since I can remember I’ve had a nearly all-consuming undying passion for BMW cars and no car has captivated me more that the Paul Bracq BMW Turbo. It is the one car that I absolutely wanted BMW to build and still do. Even today it does not look dated and could definitely take on fellow German rivals, at least in the looks department. Launched at the 1972 Paris Motor Show, the Turbo caused quite a stir with its impressive wedge-shaped design and gullwing doors. It had a mid-mounted 2.0-litre M10 turbocharged engine said to develop up to 280hp sitting on a modified 2002 chassis. The prototypes were built by Michelotti and the Turbo was awarded ‘Concept Car of the Year’ by the Revue Automobile Suisse in 1972. The Turbo was definitely ahead of its time with a collapsible steering column, ABS anti-lock braking system and a radar-based brake distance warning system. Other safety features included side impact beams, an integrated roll-cage and deformable front and rear bumpers. The driverfocused cockpit which became a ubiquitous feature on BMWs going forward was deemed futuristic at the time. The Turbo unfortunately never made it to the production-line but did give inspiration to the M1 and influenced certain design cues on the Z1 and 8 Series.

    In my opinion the 1972 Turbo is the closest BMW has come to building a supercar, definitely in the looks department. Compared to its closest rivals the M1 is the last halo car to come from the Bavarian stable, the i8 is a technological tour de force but I am not sure if it qualifies as a halo car for such a prestigious marque.

    The 2002 Turbo was initially shown at the Frankfurt Motor Show in 1973, based on the success of the 2002TIK in the ETCC. By developing a road-going version of the 2002TIK, BMW could homologate the turbocharged engine enabling it to compete in the 2.0-litre class in the ETCC. It would also give BMW a distinct advantage over competitors by launching the first production road-going turbocharged car outside of the United States. General Motors, in fact, launched the first two turbocharged production cars in 1962 with the Oldsmobile Jetfire and the Chevrolet Corvair Monza; the Monza also managed to beat Porsche to the punch by producing the first rear-engine turbocharged car.

    The Turbo was the bad-boy-racer of the ‘70s overtly wearing its war paint – comprising a deep front shovel spoiler, flared arches, boot spoiler and tri-colour stripes on the front spoiler and running down the sides. Early versions had 2002 and Turbo in reverse script on the front spoiler, making it clear to other drivers to get out of the way. Shortly after the launch the world was hit by an oil crisis brought on by the Yom Kippur war in the Middle East.

    The press responded rather negatively deeming the Turbo too aggressive and irresponsible in a time of motoring austerity. If that wasn’t enough a safety and speed campaign was underway, driven by an influential lobby group (the Greenies of the day) which garnered substantial support from the German government. Who would have thought that the Germans with their Autobahns would shy away from speed? The Turbo was politically incorrect for its time; production was therefore short-lived with only 1672 cars including 12 pre-production mules built from July to December 1973. Formal production started in January 1974 and ended in July 1975. Officially the Turbo was only produced in two colours of which 1049 were in Chamonix white and 615 in Polaris silver. However, eight exceptions were made.

    The Turbo was largely based on the 2002tii and by the time it was being developed von Falkenhausen and his team had officially become the motorsport division within BMW and were responsible for bringing the car to market. The most significant difference between the tii and the Turbo was the substantial increase in power of 40hp. The Turbo used a somewhat fettled M10 1990cc engine with a lower compression ratio of 6.9:1, Kugelfischer mechanical fuel injection (Schafer PL 04) and KKK (Kuhnle, Kopp and Kausch) turbocharger. Turbo technology in road cars was really in its infancy; this initial attempt by BMW came without an intercooler. To compensate for the additional heat generated, an oil cooler and bigger radiator were fitted.

    The biggest drawback with this pioneering technology was the massive turbo lag partially brought on by the distance between the turbo and the inlet manifold. Nothing really happened until 4000rpm and by 6500rpm the fireworks were over. The Turbo was however good for 130mph at the top end and reached 62mph in just 6.9 seconds, remarkable for the day providing you were going in a straight-line with plenty of road ahead. It achieved this through a maximum power output of 170hp at 5800rpm and a torque figure of 177lb ft at 4000rpm. The gush of power at 4000rpm when the KKK blower kicked in was not for the faint-hearted, almost uncontrollable in the wet, tricky through tight bends and a bit of a nightmare in traffic.

    The brakes were uprated – 10.8-inch ventilated disc brakes with four-piston callipers at the front (from the 3.0 CS Coupé) and 9.8-inch Simplex drum brakes at the rear. The suspension was tweaked comprising MacPherson struts in the front and semi-trailing arms in the back. Standard 2002 springs were used in the front with a 20mm anti-roll bar. The rear was fitted with springs uniquely developed for the Turbo with three different ride height settings and a 16mm rear anti-roll bar. The floor plan above the rear axle was strengthened. Boge dampers rounded off the package. The running-gear came standard with a four-speed strengthened Getrag gearbox with a 40 per cent limited-slip diff. The five-speed dog-leg was an option but was the same used in other ‘02s.

    The inside was standard 2002 except for a reddish instrument surround with a speedometer indicating a top speed of 240km/h (150mph), a centre cowling housing the VDO boost gauge and clock. Vinyl Rentrop Hubbert and Wagner (who owned one third of Recaro at the time) sports seats with perforated centre sections, three-spoke sports steering covered in leather, very similar to that found in the M1. 34 years later, BMW unveiled the 1 Series tii Concept at the 2007 Tokyo Motor Show, which developed into the 135i. The tii moniker harked back to one of the company’s most successful models – the 2002 – known primarily for its performance and agility. But a couple of years later BMW made its intentions clear that it would build a leaner, meaner, more hardcore version in the 1M.

    It is alleged that the formal design concept and engineering of the 1M took place in only two weeks. While the head of the M division, Dr Kay Segler was away, M staffers put together the 1M in secret from parts that were readily available from the parts bin. Starting with the twin-turbo 3.0-litre straight-six engine from theZ4 sDrive35iS, coupled to suspension and brakes from the E92 M3. On his return Dr Segler was presented with a near road-going prototype which he got the BMW board to green light.

    Segler explained prior to the final unveiling in December 2010 that the 1M was a more driverfocused car and it was deemed a spiritual successor to the E30 M3, emulating the driving experience of the E30 M3 as closely as possible within the parameters of safety and emissions regulations. This would be the smallest, most affordable M model of its time, aimed at reaching a wider, younger audience. Under Segler’s insistence the Valencia orange became an official, ‘poster boy’ colour for the 1M.

    The recipe for creating this M car was slightly different. Instead of building an engine from the ground up it used an existing engine – BMW’s awardwinning twin-turbo inline-six engine (N54B30T0) which received unique engine software for the 1M. Most significantly this engine came with a twin-turbo, making the 1M the first full-on (non-SUV) M car after the Turbo to use forced induction.

    The headline figures stack up as follows: maximum power output of 340hp reached at 5900rpm and maximum torque of 332lb ft reached from as low as 1500rpm. The redline is reached at 7000rpm but the 1M has an ace up its sleeve, an overboost function that briefly increases torque by another 37lb ft, rounding up the torque figure to 369lb, giving the car a substantial increase in acceleration. The 1M will complete the 62mph sprint in just 4.9 seconds with a top speed that is limited electronically to 155mph.

    The suspension geometry is virtually lifted from the E92 M3, the M3 parts bin was further raided to provide the 1M with brakes, M variable differential and those signature Y-Spoke 19-inch alloy wheels first seen on the M3 CSL. The 1M was only offered with a six-speed close-ratio manual ‘box with a unique oil cooling system. In order to accommodate the wider suspension and wheels from the M3, the front fenders and rear quarter were significantly widened, giving rise to that caricature look that is straight out of a Marvel comic book. I could definitely see Batman’s sidekick Robin behind the wheel of a stealth black 1M. The exterior is rounded off with the signature M quad pipes and the aerodynamically shaped door mirrors again borrowed from the M3. The 1M’s war paint definitely screams boy racer. Wonder what the ‘70s Greenies that all but banned the Turbo would make of it?

    The cockpit is fitted with leather M Sport seats, chunky M3 leather steering wheel, and smatterings of Alcantara trim – on the instrument binnacle, centre inlay across the dash, gearshift cover, handbrake on the doors and rear passenger side panel all with contrasting orange stitching, the cabin is rounded off with an Anthracite headliner. The 1M is also equipped with the M Drive button on the steering which activates a quicker throttle response.

    BMW only intended to sell a limited number of 2700 1Ms but as with the E30 M3 demand exceeded supply and approximately 6340 vehicles left the production line in three specific colours: Valencia orange, Sapphire black and Alpine white. Surprisingly the Alpine white out-sold the Valencia orange by 70 units, who would have thought? Now that we have a sense of what we are dealing with let’s have a closer look at these two fine examples. First up is the 2002 Turbo and just look at it… utter perfection, from the stance to the M tricolours perfectly reflected from the Chamonix white body. This was, however, not always the case as this car is one of the eight exceptions that were not finished in white or silver. Nicky Oppenheimer ordered this car through Park Lane (one of the BMW concessionaires at the time in the UK) with specific instructions that it be Golf yellow and fitted with electric windows as well as an electric sunroof.

    Jack Kaplan, being the BMW enthusiast and collector that he is (see the March issue of BMW Car where his E30 M3 and E30 325iS Evolution are featured), saw it 15 years ago with only 49,700 miles (80,000km) on the clock and just had to have it. And who can blame him? This is the only running example on the African continent. However, according to Robert Gruenberger (who researched BMW’s records) of the 2002 Turbo Club in Germany, four cars were shipped to Angola. Jack explains that by the time he got the car an extensive restoration had already been undertaken and that it had been converted to Chamonix white. But Jack being Jack decided to further enhance the Turbo. The first thing you will notice is the updated inlet manifold which was used on M10 motors fitted to E12s, E21s and early E30s. The manifold, valve cover and intercooler have been finished with a black crackle effect – think Alpina and you get the picture. This is definitely one of the neatest engine bays I’ve seen, fitted throughout with Russell braided fuel lines, adaptors, hoses, hose ends and tube nuts. To ensure that all is tied down nicely, Raceware aerospace quality engine fasteners have been used. The KKK blower, known for its enormous turbo lag and fish tailing effect, has been replaced with a Turbonetics turbo with 0.62bar (8.9psi) of boost.

    To cope with the extra heat a purpose-built intercooler has also been added. An Electromotive, direct ignition system has been fitted too, the cylinder head gas-flowed, a custom-built Sports exhaust installed and the compression ratio has been upped to 7.2:1. The car still has the original gearbox and differential but has been fitted with more effective Bilstein dampers and a front custom-made strutbrace. Front brakes consist of 305mm ventilated cross-drilled Wilwood discs with matching Superlight four-pot callipers, the rear has 255mm drums.

    The rear bumper has been blacked out, giving it that E9 CSL feel and the tailpipe protrudes from the centre of the rear valance, though some Turbos have the tailpipe on the side. The fuel filler cap is that of a Superbike, how appropriate, and matches the rest of the bright work quite nicely. Fittingly the Turbo sports a set of staggered BBS RS split-rims – 7Jx16 inch in the front and 8Jx16 inch at the rear running on Bridgestone RE71 rubber, 195/50/16 and 225/45/16, respectively.

    The cabin has that glass house feel (offset by the black roof lining) that is so reminiscent of BMWs of this era. Step inside and you are treated to Rentrop Hubbert and Wagner Sports seats that have been recovered in leather by BMW SA with M tri-colour inserts. Inside you notice that Jack has once again added his own personal touch by installing the centre console from the E30 which houses the buttons for the electric windows, gauges for the new turbocharger and the gearshift from the 325iS. To steer you have a Momo Sports wheel and racing pedals to induce momentum and retardation.

    Turn the key and the motor barks into life, the idle is erratic, it definitely does not sound like a four-pot, more like a tuned big block six-cylinder. The motor never settles into an even idle, only on pull away does the exhaust note smooth out and then builds into a crescendo as the accelerator is driven into the horizontal position. The Turbonetics turbo comes online with a whine that is faintly audible above the engine and exhaust note. When it is comes on song, it sounds very much like the electric motor found in a RC car. There is virtually no evidence of turbo lag and the power builds in quite a linear fashion – it is rather smooth and progressive largely due to the fact that the turbo can be finely tuned (from the controls also found in the centre console), coupled with the updated direct ignition system. Jack is eager to show what the Turbo is made of on this short 1.5 miles (2.4km) circuit made up of eight corners including a 180-degree hairpin. The Turbo easily turns into the corners with very little need for braking, Jack instead snap-changes the cogs up and down the ratios to manoeuvre through the bends.

    This chassis is very well sorted and I suspect that it might also have stiffer and shorter springs with high performance bushes where it counts. There is no power steering but the weighting on higher speeds is spot on. I’ve been in the passenger seat before with Jack at the wheel, in his E30 M3. He is a very competent steer and he really pushes the Turbo but it does not behave like a 40 year old car, it is rather compliant and extremely capable. Like most of Jack’s other cars the Turbo runs on 102 Avgas jet fuel and manages to push out 265hp at 6000rpm and musters 212lb ft of torque at 4200rpm with a top speed of 155mph. It is hard to believe then that in the 15 years that Jack has had the Turbo he has only managed to put on an additional 8000 miles.

    The 1M definitely looks the business with the carbon fibre aero kit which has recently been fitted by Ernest Smith’s BMW dealer, Vaalridge Auto. The kit comprises a front splitter, rear diffuser and a thin lip spoiler that fits nicely on to the existing ducktail boot spoiler – the Alpine white accentuating the carbon fibre accents. Ernest is the second owner; he got the car in October 2013 with merely 10,190 miles (16,400km) on the clock. Lucky guy – this is one of approximately 80 that were brought to South Africa. Ernest gets behind the wheel, turns off all the safety nannies, and engages the Dynamic and M buttons. Through the three fast corners Ernest is able to set the rear rubber alight and kick out the back end.

    Once Ernest has had his kicks he hands me the key, the driving position is spot on and the Sports seats offer perfect support. The 1M pulls away smoothly and keeps on pulling until I hit the first corner, the steering (although assisted) is well weighted and turn-in is sharp and the chassis is dynamic allowing for plenty of acceleration through the bends. The brakes feel sharp with the brake pedal allowing for just enough travel. It might only have one piston but it was enough to allow me to keep my nose clean while on the track.

    This is a short track and during my time on it I definitely did not experience any turbo lag, instead a rather linear power delivery. Going with the manual only option was definitely the right decision, the shortshift gearbox makes the car more drivable and is undeniably one of the biggest highlights for me – it also reminds me of my time behind the wheel of a South African icon, the E30 325iS.

    The 1M is without a doubt going to be a future classic not only because it was produced in such limited numbers but because it is such fun both to look at and more so to drive. #BMW threw caution to the wind and built a car in the spirit of the E30 M3, and did a phenomenal job having to comply with modern safety and emissions regulations. BMW will never be able to build another E30 M3 but the 1M is a true driver’s car for today’s generation of enthusiasts. If I had to choose though, I would go with the Turbo; I am probably what you would call yesterday’s enthusiast. The erratic idle makes it sound completely untamed but in reality it is quite drivable with the boost being perfectly set up. I like the fact that it has been upgraded with more modern equipment but has kept enough originality to still be considered a classic. So you get the best of both worlds, or ‘classicreimagined’ which is the latest term that has been coined for this type of restoration; 15 years ago there was no term but Jack did it anyway. Today companies such as Eagle are restoring E-Types to better-than-new, thanks to the modern components fitted, Singer does the same for early air-cooled 911s, and Mechatronik will virtually do any classic Mercedes.

    The purists will not agree with me and will probably burn Jack at the stake for the enhancements that he’s brought about, but I salute him as this is a classic that you can virtually drive all day and have fun with on the track when the opportunity beckons.

    Special thanks to Ron Silke. Thanks also to Zwartkops Raceway for the use of the track (
    The 2002 Turbo has been treated to carefully selected additions but it still retains its retro look.

    1M cabin has aged well and the extra detailing still makes it feel like a special place to be.

    The 1M is standard underneath but has been recently fitted with a subtle carbon bodykit.

    2002’s engine has been treated to some upgrades for improved performance and drivability.

    BMW wanted to demonstrate what it could do with turbo power in a road car.
    ‏ — at Zwartkop, Centurion, 0157, South Africa
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    STILL WATERS RUN DEEP #1975 #BMW-2002-Honda 2.2-litre four-cylinder F20C VTEC

    A 2002 with a Honda S2000 swap might raise a few eyebrows but owner Will Maseredjian is having too much fun to care. You could hardly call Will Maseredjian’s 1975 #BMW-2002 a sleeper, but what’s lurking within may well surprise you. Although the ‘9500RPM’ licence plate is a bit of a clue… Words: Daniel Bevis Photos: Chris Bialy.

    When it comes to classic cars, you sometimes have to tread carefully. Restoring, maintaining and perpetuating the existence of an older motor is a noble pursuit, but if you want to irritate a marque purist, the best way is to swap out the engine for a unit from another manufacturer. The timeless threebox silhouette of the #BMW-2002 lends itself well to the racy addition of the wide turbo arches and in-your-face front airdam, but if you’re expecting to find the stock carb-fed M10 – or indeed, the unicorn-like 170hp turbocharged variant – then what’s happening under the curvaceous, fronthinged lid of this ’02 will shake up your expectations. ‘Sacrilege!’ cry some. ‘Inspired!’ counter others. Whatever your perspective, you can’t deny that what Will Maseredjian has achieved here sets a rather intimidating cat among the proverbial pigeons.

    It quickly becomes apparent that he’s no stranger to this sort of controversy (Will, that is, not the metaphorical cat): “I’ve owned a lot of cars and carrying out backyard swaps is nothing new to me,” he casually explains. “My first swap was a 1972 Mini Cooper, into which I fitted a 220hp #Honda-Type-R B18C motor – it was like a street-legal go kart! Great fun, although the Mini is front-wheel drive and I wanted to do a rear-wheel drive project, so I started looking around for something old-skool.”

    Sound reasoning, I’m sure you’ll agree. Perhaps it will help to soothe the beaded brows of the agitated purists that the approach was to find a solid car to swap a tangy motor into, rather than finding an original classic and saying ‘hey, let’s cut this up’. Not that it really matters either way. A car is merely a cluster of joined-up objects, is it not? There’s no point in being precious about these things, you only live once. The moment your name’s on the documentation, it’s yours to do with as you wish.

    “In California, any car from before 1975 doesn’t need to be smog tested,” Will continues. “So you can swap any motor in there as long as it’s street-legal. That’s why I chose to find a car from #1975 ; it’s also my birth year, so it has a personal significance.” This is warming up to be something exciting, isn’t it? Some of you will have already spotted the underbonnet shots or skipped ahead to the spec box, but let’s keep up the building sense of mystique for those who haven’t. Before we dive into the nitty-gritty, we should do further digging into Will’s decision-making process. After all, ‘something rear-wheel drive’ is a broad brief, particularly if you live in California.

    “I chose the 2002 because my aunt Susie had a #1974 Tii when I was a kid, and we would drive all over town together in it,” he reminisces. “My mother would later remind me that I loved cruising in that ’02 with her. The first car I ever drove was actually my grandpa’s #1980 #BMW #320i five-speed; it was gold in colour, and he taught me how to drive stick-shift in empty parking lots. He gave that car to me when I went to college – BMWs have always been in our family and I wanted to build another one of my own, but do it a little differently.”

    It’s safe to say that Will’s intentions are pure, then. Are those concerned concoursbuffers mollified by this? Perhaps. “2002s are amazing pieces of machinery, but I wanted one with a bit more power and reliability,” he grins impishly. “Hence my decision to swap in a Honda S2000 engine in place of the 100hp #BMW-M10 engine that it originally came with. So I found this 1975 2002 on Craigslist in North Hills, CA – the 1975s are stronger body-wise than the previous roundtail bodies, and I needed as much strength as I could get since I knew I was going to swap in a high horsepower engine – and it turned out that a retired policeman owned it. He was hesitant in selling it to me because I’d told him about my plans to swap in the Honda engine. He almost cancelled the sale because he didn’t want me chopping this car up and scrapping the original motor… I actually had to tell a little white lie and say I wouldn’t swap out the engine just so that he would sell me the car!” A smidge on the devious side perhaps, but hey – a transaction is a transaction; Tesco wouldn’t refuse to sell you a bottle of diet coke if you told it you were going to drop Mentos into it instead of drinking it, would it?

    So Will found himself proudly poring over the details of a car as old as himself. It was well kept, with no cracks in the dash and no evidence of tin-worm. A perfect base for a project. “When I drove up to the guy’s house to collect it with my buddy Vito, he had no idea what to expect,” Will laughs. “Vito thought I was buying a #2002 model-year 3 Series, and when he saw it he was shocked but I was already picturing it with the Honda engine. I could see the potential.

    “As soon as I got it home, the backyard swap began, with my buddy Greg Fish,” he goes on. “We drove the car around for a few days to get the measure of it, then yanked the engine out in about an hour! I sold the M10 engine on Craigslist for $500, sourced an AP1 #Honda-S2000 motor complete with the harness and transmission, and the transformation began. We refreshed everything that we could, including all AN fittings and new stainless braided fuel lines, while the original transmission tunnel was cut out and rewelded to house the taller Honda gearbox. We fabricated custom urethane engine mounts with my dad’s bandsaw and Lincoln MIG welder.”

    He makes it all sound so simple, but with a little know-how and the help of a good friend or two, it’s basically just a big jigsaw puzzle. You simply have to remember that, like an impatient child, sometimes you have to cut up the pieces to make them fit. Now, the logic behind choosing the venerable #Honda-F20C motor is pretty sound – you get around 240hp straight out of the box, along with the hilarious just-kickedin- yo #VTEC valvetrain and a howling 9500rpm rev limit – hence the giveaway licence plate – mated to a sturdy six-speed ’box. But do you think that was enough for Will? No, he had gone completely mad with power by this point…

    “A common swap with 2002s is to fit the six-cylinder #BMW-M20 ; these generally yield around 160-180hp, but I wanted more,” he says matter-of-factly. But having fitted an obscenely revvy Japanese heart with 240-odd horses, it seemed crazy to leave it there. Before long, Will was on the blower to Mike Laskey at Laskey Racing to chew over the idea of stroking the motor, and in the blink of an eye he found himself sporting a rather more muscular 2.2-litre displacement, as you might find in later S2000s, thanks to a robust 2.2 crank, custom pistons, and a sleeved block from Benson’s Machine. The upshot of all this is a reliable 275hp at the rear wheels – an output that more than justifies the 2002 Turbo body addenda.

    Will’s left one or two clues on the exterior, most notably those JDM-esque wheels and Yamaha superbike mirrors – nothing outrageous, just little nudges that there’s a flavour of the Orient about this build. The interior is pleasingly luxurious rather than having a balls-to-the-wall racer vibe, featuring rare Recaro fishnets that Will found in Thailand, and a comprehensive retrim of carpets, headlining and doorcards courtesy of Perez Upholstery in Pasadena.

    All of that power, and luxurious appointments too? How very #BMW … “I love driving this car, I try to drive it as much as I can,” he enthuses. “The tyres are soft compound track rubber, so it doesn’t do too well in the rain (and the wipers aren’t connected either!), but I take it to all the local Supercar Sunday shows and Bob’s Big Boy Friday Night in Burbank. Being an active member of SoCal Vintage BMW, I take it out on all the local canyon runs and shows, including the annual Bimmerfest and SoCal Vintage Car Show – it’s a real headturner, and a bit of a sleeper, although any real Honda enthusiast will recognise the reference on the licence plate! It’s a superfun car, as it looks pretty stock from the outside but it’s a beast under the hood.”

    It’s a potentially polarising build, and the Honda swap isn’t going to please everyone. But with a usable slug of 21st-century horsepower, a planted footprint and a chassis to back up the grunt, it certainly pleases Will. And that is, after all, the point. It feeds into his own personal automotive history, and brings it kicking and screaming into the present day with a mix of old-skool thrills and nu-wave tricks. So how long do you think it’ll be before he fancies a little more power…?

    Black suede headlinging and doorcards on the inside, with fishnet headrest Recaros while MXL Strada digitial dash adds a modern flourish.

    ENGINE: #Honda 2.0-litre four-cylinder #F20C-VTEC , 2.2- litre stroker kit, custom CP pistons, Benson’s sleeved block, #F22C1 2.2 crankshaft, ported and polished head, BDL fuel rail and fuel pressure regulator, Bosch highpressure fuel pump, custom stainless steel braided fuel lines, AFCO radiator with twin fans, AEM programmable ECU with wide-band air/fuel meter, custom 3” exhaust with MagnaFlow resonator and custom tail, custom propshaft, six-speed Honda manual transmission.

    CHASSIS: 8x15” (front and rear) Axis OG wheels with soft compound 225/45 (front and rear) Hankook Ventus RS-3 tyres, Volvo four-pot calipers with drilled/slotted/vented discs (front), stock drums (rear), Ireland Engineering coilovers with Bilstein Sport shocks and Stage 2 Eibach springs, Ireland Engineering front and rear anti-roll bars.

    EXTERIOR: BMW Montego blue, 2002 Turbo arches and airdam, Euro-spec chrome rear bumper, custom #Yamaha R1 carbon-fibre mirrors.

    INTERIOR: Black suede headlining and doorcards, Recaro reclining buckets with fishnet headrests, Sparco harnesses, custom BMW German weave carpet, MXL Strada digital dash, full-width wink mirror, Sparco steering wheel.

    THANKS: I really want to thank my buddies Greg Fish for help with the fabbing, Chris Alvarez and Jason No for their advice and help, Mike Laskey at Laskey Racing for doing the stroker kit, Luky’s Hardware in Burbank, CA for all the hose and AN fittings and all the other stuff to get my car on the road, and my wife Ruby for putting up with another backyard project, and my family for all their encouragement and support.

    On the outside you’ll find beautiful Montego blue, #BMW-2002-Turbo arches, and custom #Yamaha-R1 carbon fibre mirrors; 15” Axis OG wheels with gold centres are the perfect choice.

    F20C Honda motor won’t please purists but owner Will seems more than happy with it. Upgrades have liberated more power, making this a seriously rapid 2002.
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    Reduced to its essentials: #1980 #BMW-320/6 #E21 with racing genes. The idea for this car was born out of necessity. "Here in Belgium cars to have annual technical inspection," says Dieter Verboven, the owner of the 3 Series presented. "This was so consuming my E30 Cabrio converted information. With its wide body kit, the 218-hp M20B27 engine Kempower and Tramont rims would never have arisen by the test But I did not want to demolish the car Then I had an idea .. ".
    The opposite of a trailer queen: The E21 by Dieter Verboven is a true and proven piste M3 shock.

    The what, in essence, to tune an older model BMW. For vehicles over 25 years in Belgium must only once for technical control - never again. "So I've been looking for a #BMW-E21 out and finally found him in Antwerp." Fortunately for Dieter: The car Which shut in, first owner, stainless and had just 76,000 kilometers on the clock. For this one Could only speculate about its colour: In the initial survey in underground garage on of the E21 wore on opaque layer of dust.
    Now it happened in quick succession: Dieter bought the E21 and E30 sold his, Which he had Previously equipped with the standard engine and the other wheels. The tuning unit and the Tramont Rims he lay back for the new project. The E21 has been thoroughly cleaned, worked the paint and installed the engine Kempower Including homemade exhaust system. The car got adjustable "Koni Yellow" -Federbeine and fits to lowering springs, clipping off the 60 mm ground clearance. In this state, we went to the scrutineering. Dieter remembers: "Everything went smooth, the BMW came through without a problem!"

    Then the Tramont wheels turn came. Your wedding with the E21 Proved difficult, as They are very wide - 8.5 x 17 front, rear 11 x 17! The solutions werewolf flared wheel in the style of classic round distance running. The rear did what Intended for a #BMW-2002 Turbo werewolf Further extended by 50 mm, Then They fit.

    Dieter drove the BMW for a while, then he Decided to completely strip the interior. In the empty shell height adjustable bucket seats built, a safety cage, a 33er Alcantara steering wheel and a CAE - a Short Shifter. Externally, the car modified by #AC-Schnitzer E36-mirrors, tinted turn signals and tail lights red.

    Then, after a few track days, the engine gave up the ghost. Dieter newly built it on, in addition, he Exchanged the twin headlight front against the Einschein bowler - version of the 316i and the converted information 3 with adhesive film-in-a "RS Edition". This is Followed by more track-days Participants. When the engine faltered again, Dieter decided instead to invest in another overhaul in a new unit. So he bought a #E36 #M3 engine (S50B30), built in 1994. After several optical upgrades and adaptation to the environment E21-Dieter did not begrudge the engine, among other things, a custom exhaust system and a self made "Ram Air" - air supply. In Conjunction with a customized mapping of Alpha N of the six-cylinder shoulder stand now pull the trigger to the 320 hp (at the rear wheels!).

    "A real nightmare what the wiring," says Dieter. "But are all spent countless hours." Howewer, was still there time for niceties: The previous seats had Sparco models soft in your dash tachometer with shift light and a display for the fuel-air mixture werewolf integrated. About oil pressure and oil temperature instruments give #VDO information, a GPS-driven speedometer measures the speed.

    "I'm glad did now everything is done," says Dieter. "This is something I Probably will not do it again. But what I still want to change the struts." Semi-slicks werewolf not bad either. And the unit is to be Replaced. And the differential ... Well, so is it with real athletes, ever higher, faster, farther.

    This is not a control center, Which is a switching Cathedral: CAE Shortshift- Tower.

    The disciples folk music like "La Montanara" #BMW junkies tend to be on "Tramontana". Here the model "Staria" in 8.5 x 17 ET18.

    Upper-class underbody - there is no #E21 this sleazy corners.
    What is written on the back, front, inside: a 320 with 320 hp (Real!).

    Lightning Clean E21 engine compartment with "foreign engine" strut, bar and very delicious looking intake air supply.
    Sparco twice, twice different: left the version "Corsa" right "by 2000 'variant in professional sports instructors, leisure driver- Genius: Dieter Verboven of guillemots, Belgium.

    FEATURE FACTS 1980 BMW E21 320/6

    Motor: #S50B30 -line six-cylinder, 3,201 cc, 320 hp, #E34 #M50B25 oil pan, 2 "-Custom exhaust system, Supersprint manifold, self-made" Ram Air "- air supply E30 M3 aluminum radiator, Alpha N mapping, engine compartment gecleant, in Conjunction with a customized mapping of alpha-N mapping Transmission: Five-speed manual transmission from #325i #E30 , SAE Shortshift- Tower.

    Suspension: adjustable "Koni Yellow" - shocks, lowering springs (- 60 mm), rear axle with #ZF limited slip differential (25%).

    Brakes: front Fiat Coupe 20v turbocharged-disc brakes with Brembo four-piston calipers, rear #E30 slices with Alfa Romeo Gtv dual piston calipers.

    Rims: Tramont "Staria", 8.5 x 17 ET18 front, rear 11 x 17 ET 08 Tyre: #Kuhmo , front 205 / 40-17 rear 245 / 35-17.
    Bodywork: Two-door sedan, #BMW-2002-Turbo spreads wheelhouse, 316 single spotlight, #AC-Schnitzer mirrors, painted black kidney, painted in white with "RS Edition" - Folierung.

    Interior: Sparco 'by 2000' - bucket seats, Sparco Corsa-shell seat, Both with "Sandter" logo, 33ers Alcantara racing wheel, CAE Short Shift Tower, safety cage, tachometer with shift light, Ads for gasoline-air mixture, oil pressure and oil temperature GPS speedometer.
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    What’s in your Garage? The story of one man and his rather special affair with the truly iconic 2002 Turbo. We take the wheel of a #BMW-2002-Turbo and talk to its passionate parent about buying the car in Luxemburg Words & photography: Mike Taylor.

    The late 1960s and early ‘70s saw BMW accelerate at full throttle into the niche market as one of Europe’s preferred high performance car manufacturers with showrooms full of exciting luxury saloons and eye-catching coupés. A cornerstone to building this reputation was the 2002 Turbo, Europe’s first production turbocharged saloon launched in #1973 .

    Olly Dean, tells us about his passion for these pocket rockets: “I was born in West London,” says Olly as we stand admiring his beautiful silver example. “My interest in cars came from my father who at one time owned a Mk1 Lotus Cortina. Although he’d sold it by the time I was born, I grew up in a house surrounded by its legend and his stories like, ‘on Saturdays we’d drive into London and go round Fulham roundabout on three wheels’. Every dinner time the conversation gravitated towards cars. I have photographs of my dad and me standing alongside Jim Clark’s Lotus at Brands Hatch. This was the hey-day of when you could still walk into the pits without restriction. They all hold special memories for me.”

    When Olly was about seven years old his father bought an Austin Healey 3000 from Performance Cars based in Chiswick, West London. “It was delivered on the back of a lorry and it took him seven years to restore it, and he did make a wonderful job of it,” he recalls. “But, when it was finished my father was slightly disappointed because it wasn’t how he remembered Austin Healeys used to be.” Olly’s father then sold it for £7000 and the following day he bought a new Peugeot 205GTi. “He still has it,” grins Olly. “He used to pick me up from school in it.”

    Olly’s dream during his teens was to one day own a black #BMW-325i-Sport with black leather seats. “I’d see one parked every day on my way to school in Ealing, I just loved the look of it, especially the interior,” he recalls wistfully. From school Olly went backpacking around the world. When he returned home his father bought him an Mk1 Ford Fiesta to enable him to pass his driving test. “Then I bought my dad’s Astra van, which was followed by various cars including a Caterham Seven. I thoroughly enjoyed it and did a bit of racing. It was every petrolhead’s dream. Then I had a #BMW-M3 followed by a #Porsche-997 Carrera, which is a very expensive car to own.”

    Olly’s introduction to the #BMW 2002 Turbo came through reading about them in magazines, mugging up on their history, performance and driving experience. “Then, about 17 years ago, a friend of mine offered me one for £5000,” he sighs. “He’d loaned me the car a short while beforehand and people were looking at it as I drove by. I caught a glimpse of myself in a shop window and I thought, ‘wow’. Then I thought, ‘let’s see what this car can really do’. I ended up with three points on my licence.”

    So what was it that BMW did to the 2002 to create the fire-breathing turbo version? It wasn’t its first stab at forced induction as BMW first turbocharged the 2002 when it entered the European Touring Car Challenge in 1969. The programme proved a success. Against Porsche 911s, the cars came good winning the series, a quite formidable achievement in view of the opposition and the speed at which it had developed the engine programme.

    BMW then went on to concentrate on its larger saloons and coupés for track events suggesting that interest in the 2002 had been dropped. Not so, for in 1973 it launched the 2002 Turbo at the Frankfurt Show in September with plans to build over 2000 units. Sadly, while BMW had hit the sweet spot by launching a world-beating medium-sized two-door performance saloon its timing was abysmal for soon afterwards the oil crisis loomed large, which dashed sales volumes of sporting and luxury cars. In the event only 1672 BMW 2002 Turbos were built before production ceased the following year.

    To produce this top-of-the-range 2002 version BMW took the single overhead cam 1990cc four-pot power unit, cut the compression ratio to 6.9:1 to reduce pre-ignition knock, installed a Kugelfischer mechanical fuel injection system and a KKK turbocharger. The result was a healthy 170hp at 5800rpm. At the time, turbocharging technology was in its infancy so the installation was given a blow-off valve to ensure the turbo unit did not undergo damage under sustained full throttle opening; wastegates had yet to be developed. Drive was taken via a Fichtel and Sachs 7.9-inch diaphragm clutch to a four-speed gearbox (a five-speed Getrag-type was an optional extra) to a limited-slip differential. Road test performance figures of the time were logged as being an impressive 0-60mph in 7.9 seconds and a maximum speed of 130mph. Average fuel consumption was rated at 21.7mpg dependent on your right foot.

    Brakes were disc/drums with ventilated discs up front with uprated Bilstein dampers on the Macpherson struts all-round. The rear suspension included trailing arms while the steering was a ZF-Gemmer worm and roller type. Significantly, despite the rather obvious wheel arch spats, BMW resisted the temptation to fit huge wheels and tyres, preferring to opt for 5.5x13-inch wheels shod with Michelin XWX type 185/70 VR tyres.

    It was quite expensive when new though. At £4221 it was less than Porsche was asking for a 911 (£6124), but considerably more than an almost as entertaining Alfa Romeo 2000 GTV costing £2945. But let’s return to Olly’s love affair with the ’02 Turbo. His first Turbo was a white one bought from 4 Star Classics near Reigate, Surrey. It had been previously owned by a member of the BMW Car Club but to ensure that it was in absolutely tip top condition Olly sent it to Mark McClellan at MJF Engineering for a thorough check. “Mark began to find things that needed to be corrected; pipes fitted the wrong way round and so on. When I finally got behind the wheel I was confident that the car was the best it could be.” For Olly, his first drive brought back all the memories of the early ‘70s, the music and the clothes. “A short way down the road I stopped, got out and walked around it, I couldn’t believe that the BMW I’d thought about for the last ten years was now mine.”

    But, sadly, Olly’s excitement was to be short lived, for driving home one snowy night the Turbo broke down and had to be left by the roadside. Inexplicably, it was torched and all that remained when the breakdown team went to collect it was a charred burnt-out wreck. Olly was devastated. “To make matters worse the insurance company took many months to pay out for the claim,” he reveals painfully. “But, I just knew I had to have another one.”

    After months of searching he eventually found one, a silver #BMW-2002 Turbo with 30,000 miles on the clock. He telephoned the seller and told him his tale. Someone else had arranged to view the car but the vendor agreed to put him off until Olly had seen it. “I called Mark at MJF, he agreed to come and I booked two first class train tickets to Luxemburg; we travelled in style,” grins Olly at the memory. “The seller collected us from the station and took us to his heated warehouse where he kept his collection of cars. All around us were racing Capris, Alfa Romeos and Renaults. Mark crawled all over it, started the engine and then said simply, ‘this BMW is even better than your old car’.”

    It seems the BMW’s first two owners were based in Monaco before the car was bought by the collector in Luxemburg. “It only had vehicle registration data from the second Monaco owner and the collector in Luxembourg as the original owner died leaving no clues over the whereabouts of the original documents,” reflects Olly sagely. “It’s we Brits who are really obsessed with a car’s paper history.” The seller then arranged for the car to be transported to the UK. “I bought it in January 2012,” says Olly. “I then put it though a comprehensive repaint job. There was a little ding on the front wing and other blemishes on the bodywork. I wanted it showroom-sharp.”

    Olly is passionate about originality. The car was then taken to MJF where Mark replaced all the pattern parts, such as fuel hoses, brake pipes and dampers with original components from BMW Classic. The twin headlamp clusters were removed and replaced with the proper single light arrangement and the modern Yokohama tyres were changed for Michelin-type as supplied with the car. “The exhaust was blowing so this was removed and a new factory system was installed,” recounts Olly. “For me, one thing that’s special about this car is the smell. Every time we go out in it my wife and I are reminded of when we were younger. I’m very wistful about the ’70s even though it wasn’t the best of times. And, as with my first drive of a 2002 Turbo all those years ago, I am delighted by the way people respond to it, with huge smiles and waves as we pass.”

    Finally, I have to ask Olly if there is anything special he wants to do with his rather rare BMW? “My dream is to put it on a train to Nice and then drive down to Monaco, photograph it and just cruise around town,” he says with a boyish grin. “It was there that it spent the first 30 years of its life, and where its first two owners drove and loved it.”

    So, over 40 years after the 2002 Turbo first hit the showrooms, what is it like to drive today? Very kindly, owner Olly Dean offered me the chance to find out by letting me take the wheel.

    Climbing in behind the left-handed driving position (BMW only ever made the 2002 Turbo in left hooker form for fear that the considerable heat generated by the turbo unit would damage the steering box) the car feels pleasingly compact, exuding that indefinable BMW cache of quality all Munich cars enjoy. Trim and fittings are well made and rattle-free. The front figure hugging recliners are of generous proportions giving good lumber and back support – essential for a car of this performance magnitude.

    Ahead is a thickly padded flat leather steering wheel. The main instruments are grouped in an easyto- read neat three-dial binnacle behind; two extra dials, a clock and boost gauge, are grouped away to the right. Unlike lesser right-hand drive versions the turbo’s clutch and brake pedals are floor-mounted with convenient space for your left foot.

    Mechanical elegance is perhaps the least refined aspect of the 2002 Turbo; turn the key and the unit burbles into life with a degree of vibration that resonates throughout the body, which is acceptable, even expected, with a 2.0-litre car tuned to produce such lofty power heights linked to a large bore exhaust system.

    Select first gear, a longish movement toward the driver and forward is smooth, matched by an equally silken clutch action enabling the driver to move off without drama. Initial reaction to a heavy foot on the throttle has little effect until the revs build. Then comes a satisfying thrust in the back as acceleration speed increases. Grabbing second is equally vice-less, the matched clutch/gear change action soon becoming one of the joys of this car.

    Another praiseworthy point is the steering, with pleasantly no kickback from road irregularities being fed back to the wheel making it easy to place the car accurately. Around the lanes of Warwickshire the suspension happily soaked up ruts and bumps, adding to the enjoyment of the car. Third gear proved to be a good choice for making full use of the acceleration curve, dropping down to second for tight bends. The brakes, too, are well in harmony with the car’s considerable capabilities. Keeping the engine spinning above the magic 3000rpm on the rev counter neatly overcomes turbo lag when searching for that satisfying kick-in-the-back surge.

    In an all-too short assessment it was clear this 2002 Turbo has lost none of its performance verve and finesse, the handling, ride comfort and acceleration proving to be well up to expectations. Given its age this original 2002 Turbo is a very accomplished and satisfying car to drive. No wonder they are well sought after.

    I hand the keys back to Olly with more than a hint of reluctance wondering what it would have been like to walk in to BMW’s Park Lane headquarters in 1973, write a cheque for £4221 and drive away in a brandnew 2002 Turbo; this car must come pretty close.

    Thanks to: Olly Dean and Mark McClellan at MJF Engineering for their help with this article.
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