2002 TURBO The Ultimate 2002
Zero to sixty in 6.9 seconds, top speed 130

Text & photos by: John A. Bergen
from the BMWCCA Roundel. March 1983.

One Bimmer that never fails to attract attention is a 2002 turbo.
Only 1672 were built between July 1973 and July 1975, compared to
37,703 tii sedans and 343,283 2002 sedans. None were certified by
BMWAG for sale in the U.S. Labelled a Jekyll-and-Hyde performer by
some, the car was not a "commercial" success, but it seems to have all
the attributes of a desirable "collector car," particularly among
Bimmerphiles. Was it the right car at the wrong time, was it simply
ahead of its time, or was it just out of step with the market? Perhaps
all of these.

First, what sets the turbo apart from a 2002 tii, its closest
relative? It had 40 more horsepower, 170 at 5800 rpm, with the same
basic 2.0 litre engine. The camshaft timing was the same as the tii,
but the compression was lowered to 6.9:1 to prevent detonation. The
Kugelfischer fuel injection system is essentially the same as that of
the tii, with a major change in the injection pump to compensate for
throttle valve position and the boost of the "abgasturbolader," and an
altitude compensator was added. The exhaust system is very different,
for obvious reasons, beginning with a cast stainless steel exhaust
manifold using larger, harder studs to attach it to the cylinder head.

The model EB32G KKK turbocharger (for those who are curious, the
"KKK" stands for "Kuhnle, Kopp & Kausch") was mounted low on the right
front of the engine, nearly hidden by the exhaust manifold heat shield
and the air cleaner box attached to the right fenderwell. Air is fed
through a tube to the injection unit. This location precludes mounting
an air-conditioning compressor, and also precluded an RHD version,
although the British automotive press, always critical if RHD versions
are not produced, apparently was still critical of BMW for this
omission. (The turbo seems to be popular in Britain nonetheless; used
ones are advertised for sale at $7,000 to $8,000, compared to $5,000
to $6,000 for a tii.) The British press seems to be the only English
language source for information on the turbo. I have never seen
anything in U.S. publications about them, and while I have copies of
some German road tests, they are in German.

As a pioneer production turbo, there were, as might be expected, some
service problems. A major problem was turbo failure, evidenced by a
crack at the separation between the two channels, requiring
replacement of the turbocharger. The studs holding the exhaust
manifold to the head also proved to be too soft, causing problems.

The first problem was solved with a turbocharger support bracket
installed beginning with VIN 4291535, near the end of the production
run. (The VlNs for 2002 turbos began with 4290001 in July 1973 and
ended at 4291672 in July 1974). The bracket should be retrofitted to
solve this problem on earlier production models. The exhaust manifold
studs were replaced with harder alloy ones to solve that problem.

The exhaust pipe from the turbo to the center muffler is 2 l/2" in
diameter, and the center muffler and rear muffler are fed by 2" pipes.
At VIN 4291212 the outlet for the rear muffler was changed to exit at
the center. As one might expect, the exhaust system parts are
expensive. The rear muffler is $180 list, for example, and the exhaust
manifold lists for $381. The parts are available, however, at least so
far, through BMW NA.

The clutch and steering are heavier than those of the tii, and a 40%
limited slip differential was standard. Optional was the Getrag close
ratio 5-speed gearbox, a much desired, expensive, and rare option. The
front brakes utilize 10" vented rotors and the rear drum brakes are
larger than the tii's; that is, the same as those on the later 320i.
The brakes are essentially the same as the modified tii brakes as
shown in Kevin Wilsey's December 1982 Roundel article ("Stop!") on
brake modifications for a tii. Heavy-duty shocks were also fitted,
along with standard 5 1/2" wide 13-inch two- tone steel wheels
(again, the same as 320i wheels). 6" wide "turbo style" alloys were
optional, very rare, and now apparently unavailable. A l9-gallon fuel
tank (with a higher trunk floor) is standard.

The interior was highlighted by black "sport" seats (not Recaro),
which are very snug around the hips, and matching upholstery in the
rear. A red plastic panel is fitted around the instrument (instead of
fake wood), and there is a two- instrument cluster (where the tii
clock is located) with a clock and a boost gauge. The boost gauge has
no numbers, only a white zone (no boost), a green zone (the boost is
"on"), and a red zone (too much boost). "Oops!" No oil pressure gauge
or oil temperature gauge is fitted. A "sport" steering wheel was
standard.

Most normal 2002 options were either standard or available, except
air-conditioning; even cloth seats and a sunroof. Only two colors were
available, white and silver (at extra cost). The tri-color motorsport
stripes on the sides and front spoiler were optional at no cost. Other
distinguishing external features were the "turbo" badge on the left
rear, the fender flares, the rear deck spoiler, the lack of a front
bumper, and the front spoiler. The holes in the front spoiler are for
cooling. The large center one is for the oil cooler, the smaller one
to the right for a tube feeding cool air directly onto the turbo
itself. Only the very early models had "2002 turbo" in reverse script
on the front spoiler. Too aggressive, even in Europe, and it was soon
dropped.

What does all this mean on the road? The turbo feels heavier, and
before the tach hits 4,000 rpm, well, sluggish. That's the "Jekyll"
part. At 4,000 rpm, it becomes a "Hyde." The soft turbo whine is
suddenly lost in a rush of other sounds. The specs say 0-60 in 6.9
seconds with a top speed of 130 mph.

Harmon Fischer, in his"Driving Impressions," also in the December
1982 Roundel, called the turbo "sensuous." While I had never thought
of it as sensuous, I suppose that is fairly accurate. Also exciting,
perhaps thrilling as well.

While I have yet to try my turbo at a driving school, largely because
it is so unpredictable when the boost comes on, I have been told that
it is a difficult car to drive on a race track. I believe it. Oddly
enough, the pedals are not set up as well for heel and toeing as on a
2002. Plus, the fear of bending it looms large on my list of fears.
But does it ever go, and is it ever fun to drive at speed!

If a sound, rust-free example can be found in Europe, what is it
worth and how hard is it to certify? (And in Europe they are seven to
eight years old, where rust is a major problem.) Value is hard to
pinpoint, but figure around $8,000 to $10,000, uncertified for a
decent one outside the U.S. If certification is required, it is
expensive, probably $3,000 to $4,000, depending on many factors. It
may be exempt from EPA standards, but DOT standards must be met. It is
a major hassle.

Turbos are advertised in this country for $15,000 to $16,000 from
time to time. An uncertified example was appraised at $22,500 and the
car recently changed hands at about $19,000. This was an uncertified,
"bootleg" car which probably will never have to be certified. If you
are considering bringing a turbo into the U.S., be aware that
certification is a problem to be solved. If the car is already here,
certified or not, that would seem to enhance its value.

The turbo created a sensation when introduced at the 1973 Frankfurt
Auto Show. However, the 1973-74 "energy crisis" soon came along, and
the German public soured on the car as a "gas hog." While the fuel
mileage is not much worse than a tii (about 24 mpg highway), this
apparently was its death knell, and production finally stopped in July
1975.

So why was the turbo commercially unsuccessful? In retrospect, the
new car price was reasonable, about $10,000 (the British felt the
price was "downright expensive"), and one has to conclude that it was
just out of step with the market at the time. But it should do well as
a collector car, simply because so few were built and good examples
are hard to find, especially so few were hard to find, especially in
the U.S., where there may only be twelve to fifteen, if that many. A
2002 turbo may not be the "ultimate 2002," but it was certainly the
high-water mark for a very popular car.