The car that started it all.By Eric Peters
BMWs were once far from being the "ultimate driving machines," especially in the gloomy two decades following the end of World War II, when the German automaker tottered precariously at the abyss of bankruptcy. There was the lovely 507 roadster, intended to compete against the Mercedes 300SL, but it was beyond the reach of all save a few elite high-rollers and with just 253 examples minted, never a commercial success. The next step down was a big one to the borderline ridiculous, barely-a-car Isetta "bubble car," which BMW sold under license, using its own four-stroke motorcycle engines for propulsion. It may have been economical, but it was hardly a driver's car - let alone the "ultimate" anything.
Then came salvation in the form of an all-new line of more substantial, yet agile and quick on their feet, "Neue Klasse" cars in the early 1960s, beginning with the 1500-series sedan that appeared in 1962. The 1500 was in many ways the ur-BMW, a compact sedan that drove like a sports car. It was the essential archetype of what would evolve, in subsequent years, into the one model that defined BMWs as driver's cars - the 2002.
Descended from the 1500, 1600, and 1800 sedans, the first two-door (though not yet officially "2002") model appeared in 1966 as the 1600-2. It was essentially a short-wheelbase (98.4 inches) version of the 1800 sedan with lighter bodywork and a responsive 1.6-liter SOHC engine that made as much as 105 hp in European-spec "ti" (touring international) form, with twin two-barrel Solex carbs. The standard single-carb engine came in at 83 hp, still enough to be fun in such a bantamweight machine.
The 1600-2 was very well received by the automotive press, and enthusiast drivers began to take notice of the pugnacious compact and its superb road manners. Though inexpensive (base price was about $2,500) the little Bimmer was equipped with impressive for the time equipment such as front disc brakes (later with redundant dual hydraulic circuits), a MacPherson strut front suspension and semi-trailing arm independent rear suspension. Few cars in the mid-late 1960s offered such cutting-edge technology, and even fewer at the Bimmer's accessible price point. Car and Driver magazine was fulsome in its praise, describing the 1600-2 as "the best economy car ever offered to an undeserving American public."
When the 1.6-liter engine was dropped (because of emissions reasons, primarily) in favor of a new, larger 2.0-liter engine for 1968, the 2002 became official - and a legend began to grow about the driving dynamics of these notchy little cars from Germany. Importer Max Hoffman fanned the flames while competition versions of the 2002 entered and won races such as the European Touring Car Championship (with Dieter Quester driving). Street versions got hotter and hotter, too. The Solex carbs were replaced by Kugelfischer mechanical fuel injection and power rose from the original 2002's 100-hp to 125, which in the lightweight body was enough for athletic 8.0-second 0-60 mph capability. Domestic maulers with their titanic V-8s were still quicker, but few had any hope of keeping up with a well-driven 2002 if the road had any curves or if it became necessary to stop quickly. Where Detroit's best were essentially one-dimensional performers that focused on brute acceleration and rarely offered much when it came to other aspects of performance, the 2002 was a superior all-arounder.
Detroit's dinosaurs were also tragically ill-equipped for the oil shortages of the early '70s, which quickly decimated their ranks and left most Americans driving overweight sleds shorn of their potent V-8s that were now underpowered in addition to being poor handling, hardly stopping, quick-to-rust clunkers. The 2002 prospered in the midst of this ugly and dangerous time for enthusiast cars, offering efficient high-performance at a time when it was not thought possible to have both at the same time, in the same car.
High-performance models like the 2002tii ("touring international, injection") further honed the car's credentials as a driver's car - offering higher compression (9.0:1) better brakes (10.8-inch discs up front vs. the standard 2002's already good 9.45-inch discs), chassis upgrades (including boxed rear trailing arms), full gauges (including tachometer), and the Kugelfischer mechanical fuel injection system. The Kugelfischer setup used an engine-driven pump to pressurize the fuel, which was then injected just behind the intake valves by individual injectors. It was true fuel injection, not a halfway system with a conventional intake manifold and single throttle body injector to feed the cylinders.
Another distinguishing feature of these later cars was the availability of a ZF five-speed manual transmission, which gave the 2002 high-speed legs as well as excellent fuel economy potential if the driver could keep his foot out of it.
European buyers were even more fortunate. In 1973, a production version of Dieter Quester's high-strung turbocharged racer became available on the Continent. A Kuhnle, Kopp & Kausche (KKK) turbocharger raised the output of the 2.0-liter engine to 170 horsepower at 5800 rpm, enough to drop 0-60 times to less than seven seconds and push top speed to 130 mph or more. The rest of the car was upgraded as well with a heavy-duty clutch, limited slip axle, Bilstein shocks, Michelin XWX high-performance radial tires, and optional Getrag close-ratio five-speed manual transmission.
The turbo cars were not shy about their capability, either. Offered in either Chamonix White or Polaris Silver with a bright multi-colored stripe/decal package running down the flanks, they were pretty hard to miss. Other visual cues included turbo badges, a deep front air dam, road-racy fender flares and a rear decklid spoiler. Driving these cars was a hair-raising experience that demanded plenty of skill and forethought, as turbo technology was then not as civilized as it is today. There was no wastegate, intercooler, or complex electronics, and the boost would hit hard at about 3500 rpm. If the driver hadn't pointed the car in the right direction, he might get there ahead of himself.
Unfortunately, only 1672 turbo models were built between 1973 and 1975, when production ended, and none of these very special cars were ever imported to the United States. At least, not legally. BMW 2002 production also began to wind down in 1975 when the new 3-Series made its debut. Some 339,092 units had been built by then.
The rest, as they say, is history. But all of BMW's succeeding models arguably owe their claim to being "ultimate driving machines" to the good works of the unassuming little car that started it all.
source:http://www.thecarconnection.com/Ent...emory_Lane_1968-1975_BMW_2002.S215.A9264.html
BMWs were once far from being the "ultimate driving machines," especially in the gloomy two decades following the end of World War II, when the German automaker tottered precariously at the abyss of bankruptcy. There was the lovely 507 roadster, intended to compete against the Mercedes 300SL, but it was beyond the reach of all save a few elite high-rollers and with just 253 examples minted, never a commercial success. The next step down was a big one to the borderline ridiculous, barely-a-car Isetta "bubble car," which BMW sold under license, using its own four-stroke motorcycle engines for propulsion. It may have been economical, but it was hardly a driver's car - let alone the "ultimate" anything.
Then came salvation in the form of an all-new line of more substantial, yet agile and quick on their feet, "Neue Klasse" cars in the early 1960s, beginning with the 1500-series sedan that appeared in 1962. The 1500 was in many ways the ur-BMW, a compact sedan that drove like a sports car. It was the essential archetype of what would evolve, in subsequent years, into the one model that defined BMWs as driver's cars - the 2002.
Descended from the 1500, 1600, and 1800 sedans, the first two-door (though not yet officially "2002") model appeared in 1966 as the 1600-2. It was essentially a short-wheelbase (98.4 inches) version of the 1800 sedan with lighter bodywork and a responsive 1.6-liter SOHC engine that made as much as 105 hp in European-spec "ti" (touring international) form, with twin two-barrel Solex carbs. The standard single-carb engine came in at 83 hp, still enough to be fun in such a bantamweight machine.
The 1600-2 was very well received by the automotive press, and enthusiast drivers began to take notice of the pugnacious compact and its superb road manners. Though inexpensive (base price was about $2,500) the little Bimmer was equipped with impressive for the time equipment such as front disc brakes (later with redundant dual hydraulic circuits), a MacPherson strut front suspension and semi-trailing arm independent rear suspension. Few cars in the mid-late 1960s offered such cutting-edge technology, and even fewer at the Bimmer's accessible price point. Car and Driver magazine was fulsome in its praise, describing the 1600-2 as "the best economy car ever offered to an undeserving American public."
When the 1.6-liter engine was dropped (because of emissions reasons, primarily) in favor of a new, larger 2.0-liter engine for 1968, the 2002 became official - and a legend began to grow about the driving dynamics of these notchy little cars from Germany. Importer Max Hoffman fanned the flames while competition versions of the 2002 entered and won races such as the European Touring Car Championship (with Dieter Quester driving). Street versions got hotter and hotter, too. The Solex carbs were replaced by Kugelfischer mechanical fuel injection and power rose from the original 2002's 100-hp to 125, which in the lightweight body was enough for athletic 8.0-second 0-60 mph capability. Domestic maulers with their titanic V-8s were still quicker, but few had any hope of keeping up with a well-driven 2002 if the road had any curves or if it became necessary to stop quickly. Where Detroit's best were essentially one-dimensional performers that focused on brute acceleration and rarely offered much when it came to other aspects of performance, the 2002 was a superior all-arounder.
Detroit's dinosaurs were also tragically ill-equipped for the oil shortages of the early '70s, which quickly decimated their ranks and left most Americans driving overweight sleds shorn of their potent V-8s that were now underpowered in addition to being poor handling, hardly stopping, quick-to-rust clunkers. The 2002 prospered in the midst of this ugly and dangerous time for enthusiast cars, offering efficient high-performance at a time when it was not thought possible to have both at the same time, in the same car.
High-performance models like the 2002tii ("touring international, injection") further honed the car's credentials as a driver's car - offering higher compression (9.0:1) better brakes (10.8-inch discs up front vs. the standard 2002's already good 9.45-inch discs), chassis upgrades (including boxed rear trailing arms), full gauges (including tachometer), and the Kugelfischer mechanical fuel injection system. The Kugelfischer setup used an engine-driven pump to pressurize the fuel, which was then injected just behind the intake valves by individual injectors. It was true fuel injection, not a halfway system with a conventional intake manifold and single throttle body injector to feed the cylinders.
Another distinguishing feature of these later cars was the availability of a ZF five-speed manual transmission, which gave the 2002 high-speed legs as well as excellent fuel economy potential if the driver could keep his foot out of it.
European buyers were even more fortunate. In 1973, a production version of Dieter Quester's high-strung turbocharged racer became available on the Continent. A Kuhnle, Kopp & Kausche (KKK) turbocharger raised the output of the 2.0-liter engine to 170 horsepower at 5800 rpm, enough to drop 0-60 times to less than seven seconds and push top speed to 130 mph or more. The rest of the car was upgraded as well with a heavy-duty clutch, limited slip axle, Bilstein shocks, Michelin XWX high-performance radial tires, and optional Getrag close-ratio five-speed manual transmission.
The turbo cars were not shy about their capability, either. Offered in either Chamonix White or Polaris Silver with a bright multi-colored stripe/decal package running down the flanks, they were pretty hard to miss. Other visual cues included turbo badges, a deep front air dam, road-racy fender flares and a rear decklid spoiler. Driving these cars was a hair-raising experience that demanded plenty of skill and forethought, as turbo technology was then not as civilized as it is today. There was no wastegate, intercooler, or complex electronics, and the boost would hit hard at about 3500 rpm. If the driver hadn't pointed the car in the right direction, he might get there ahead of himself.
Unfortunately, only 1672 turbo models were built between 1973 and 1975, when production ended, and none of these very special cars were ever imported to the United States. At least, not legally. BMW 2002 production also began to wind down in 1975 when the new 3-Series made its debut. Some 339,092 units had been built by then.
The rest, as they say, is history. But all of BMW's succeeding models arguably owe their claim to being "ultimate driving machines" to the good works of the unassuming little car that started it all.
source:http://www.thecarconnection.com/Ent...emory_Lane_1968-1975_BMW_2002.S215.A9264.html
