You may recall that we posted several videos on this project last year (see bottom of post for links). BMW Mobile Tradition reconstructed an iconic BMW 2002 using only parts scrounged from spare parts bins.
In the December 2006 issue of Motor Trend Magazine, we find this article about the project:
1968. Richard Nixon was elected president. Fighting raged in Vietnam with no end in sight. America watched "Hawaii Five-O," "Mayberry RFD," and "Here's Lucy" on an ever increasing number of color television sets. Robert Kennedy and Martin Luther King Jr. were assassinated. "Oliver" won the Oscar for Best Picture. Otis Redding was sittin' on the dock of the bay. And BMW introduced the 2002 in the United States.
Launched in Europe in late 1966 by a company still struggling to right itself after WWII, the 2002 summarily defined the modern compact sport sedan (even though it had only two doors) and saved BMW by doing so. Bayerische Motoren Werke was anything but a high-volume carmaker back then, and although it had a few successes to its credit, it appeared destined to remain a second- or third-tier player behind German giants like Volkswagen and Mercedes. The 2002 changed all that. It imbued the everyday car with a measure of sportiness and sophistication, demonstrated that performance means more than going fast in a straight line, and moved BMW a notch up the automaker food chain. The 2002's combination of sports-car handling, room for four, an airy greenhouse, and a large trunk, plus BMW's growing reputation for engineering and high-quality construction, came together in a car that caught the attention of enthusiasts the world over who didn't want a four-door, yet needed something more than a rickety British two-seater. It made a great economy car, a great race car, and served many needs in between. BMW sold more than 860,000 2002s worldwide before it was replaced in 1977 by what was then-and is today-called the 3 Series. 
BMW is well aware of the 2002's status as a corporate, automotive, and cult icon. And, like most German carmakers, it does a good job of nurturing its heritage. The division that provides technical, parts, and service support is called Mobile Tradition. In early 2005, the folks at Mobile Tradition realized they stocked or could supply about 90 percent of the parts needed to not only maintain or restore a 2002, but to build a virtually brand-new one. So they did. A "Glass Workshop" was constructed in the shadow of BMW's multicylindrical world headquarters in Munich. The project, based on an original 1970s body shell, was spearheaded by Klaus Kutscher, head of the BMW Mobile Tradition workshop, and master mechanic Arthur Herrmann (see sidebar). The decision to craft the car as a tii model was made early on. The fuel-injected tii, sold in the U.S. from 1972 to 1974 (all prior and later 2002s employed carburetors, still common in those days) was intended to comply with emissions requirements and the onset of unleaded fuel. But the benefit was much more power and increased driveability, making the tii the best-performing and most highly sought model among all 2002s. 
The project took about 11 months, beginning in May 2005. The Mobile Tradition 2002 made its debut at the Techno Classica show-one of Europe's largest and most significant classic-car conventions-in Essen, Germany, in April 2006. It traveled to America four months later, stopping in Northern California during the Monterey/Pebble Beach weekend in August. And that's where we pirated it off for a day of photography and hard driving through some of the Peninsula's best roads. In the metal, this new/old 2002 captivates. Looking period-correct in brilliant Inca Orange-the same color as Motor Trend's 2002 tii test car featured in our January 1972 issue-Mobile Tradition's toy is downright cuddly. The assembly workmanship and finish are first-rate. It all looks, feels, and even smells factory original (if a bit better), yet it's not overrestored. All the cues are 1970s-right. Chrome and satin-finished trim, narrow alloy wheels, hand-cranked windows and metal sunroof, businesslike black instrument panel, dished three-spoke steering wheel, etc. The final touch: "Cocoa" floormats. 
Equally amazing is what you won't find. No CD changer, no nav system, no AM/FM/MP3/Sat entertainment system. There's no radio at all, in fact, although most were dealer-installed. There's no power steering or door locks, no cruise control, and not an airbag to be found. Wood trim? Trip computer? Rearview camera or park assist? Sorry. Heated and cooled 16-way leather-trimmed power seats with multiple driver memory capability? Hardly. There are just seats, upholstered in weave-textured black vinyl. Manually adjustable fore and aft, and for rake. That's it. iDrive? Please... 
Simple-or more correct, purposeful-as the above makes it seem, the 2002 packed sophisticated hardware. The monocoque chassis was guided by rack-and-pinion steering and stopped by standard power front disc brakes. Exotics such as the Maserati Ghibli and Alfa Romeo Montreal had live rear axles, but the cheap-by-comparison 2002 boasted an independent rear suspension to go with its MacPherson struts and coil springs up front. The tii's 140 horsepower doesn't seem a lot today, but it was plenty for a 2.0-liter I-4 in the early 1970s. The secret was its Kugelfischer mechanical fuel injection, which allowed for precise fuel metering at all rpm ranges. Thus, the 1990cc SOHC four could be tuned with more aggressive cam timing without ruining the car's low-rpm driveability. The tranny was a straightforward four-speed manual. While the 2002 didn't pack anything resembling the computerized engine-management systems found in today's cars, its basic architecture and component usage set the standard for what most automakers still employ 35 years later-including BMW. 
The upright packaging that made the 2002 feel so right nearly four decades ago is still relevant today. You sit well supported, facing only the instruments needed for the job of driving. The speedo, tach, and fuel/temp readouts are unobstructed by the largish wheel, and the thin, dare we say dainty, A, B, and C-pillars make for near 360-degree visibility with no blind spots. The iron-block, aluminum-head four sounds unenthusiastic upon startup, but there's a sporty exhaust snort once warm and given some revs. The shifter is a bit graunchy and takes some muscle to manipulate through the pattern. We remember them being lighter, but perhaps this is just a balky box. Rowing up and down the tach, it's hard to believe this engine is a 35-year-old design. There's meaningful power as low as 2000 rpm, and it pulls hard and clean to near its 5800-rpm horsepower peak. The sweet spot is from about 3000 revs, through the torque peak at 4500, and up to about 5200 rpm. Most mountain roads will be gobbled up in this rev range, using second and third gears. Fourth is good for faster two-lanes, although freeway running had us wanting one more gear for easier cruising. It's interesting that two sporting legends of the 1960s-this and the Porsche 911-employed floor-mounted pedals.
While the New Oh Two runs on super skinny 165/HR13 Michelin XASs, the steering will give your biceps a workout. Parking is a chore, although it lightens with movement and the effort further decreases with speed. The feel and feedback are organic and direct as you'd expect, and the brakes (non-ABS) stop the car straight and true through a firm pedal. We were tentative during our first miles at the wheel, but as the day warmed and the roads dried of morning dew, we found ourselves carving up the wide variety of curves that make up California's G16, which connects Highway 101 to Highway 1 through rustic Carmel Valley. And smiling all the way. 
The car carries speed well, and its suspension soaks up bumps and dips with impressive aplomb. The 2002 was noted for its exemplary ride quality when new, and it's still smooth and relatively supple by today's standard. If there's a limiting factor, it's those 165-section tires: 185/13s were optional, and many drivers switched to 185/70 tires on 14-inch wheels, and 205/60-15s as lower profiles became available. It's easy to overdrive the narrow 13-inch rolling stock, and the rear end will swing around if you lean on them too hard because the chassis is still working while the rubber runs out of grip. Don't overdrive it, however, and it's fine. Plus it sure looks right on these small alloys and high-profile tires. Driving the icons of one's youth today can be disappointing for at least two reasons. One is that those cars were designed and built using technology and components from another time, 20, 30, even 50 years ago. Another is that the example you happen to be driving may be worn out. Sampling a car this fresh removes the latter variable from the equation. It gave us the chance to remember how good the BMW 2002 tii was when new and why it had such a huge impact. It also told us how relevant it remains, why it's so popular, and why BMW went through the exercise of building this new/old machine to remind us of that. No disappointment here. Now, if we could just have Otis Redding, Bobby Kennedy, and "Hawaii Five-O" back. 
ASK THE COMPANY THAT OWNS ONE
OWNER NAME: BMW Mobile Tradition
WHY THEY LIKE IT: "The BMW 2002 models are cult cars that uniquely embody the spirit of the 1960s and 1970s. The aim was to revive this exciting era by reconstructing the 2002 tii model out of individual components."
IT'S COLLECTIBLE BECAUSE: One of the icons that taught America about handling, the original German sport sedan is still relevant and fun to drive today.
RESTORING/MAINTAINING: Based on this exercise, it's easy to see that parts are available. Mechanical fuel injection needs to be in good shape or rebuilt; otherwise, it won't run well. Also good aftermarket and club support; car responds to mild performance mods, too.
BEWARE: Worn suspension bushings will make it feel flabby, so plan on replacing all of them. They don't rust as badly as most British or Italian roadsters, but still fall victim to the tin worm. Standard 2002s can be converted to tii spec, so make sure you're getting a "real" fuel-injected version. Cracked dash expensive to replace.
EXPECT TO PAY (coupe/conv.) Concours ready: $30K; solid driver: $10/$15K; tired runner: $5/$10K
JOIN THE CLUB: BMW Car Club of America (bmwcca.com); BMW 2002 enthusiast Web site in England (bmw2002.co.uk); bmwworld.com.
OUR TAKE
THEN: The tii surfaces as the German version of the original tri-power GTO Pontiac; maybe the most fun BMW or anybody has ever built into a car; certainly the best small sedan we've tried in its class.-Eric Dahlquist, Motor Trend, January 1972
NOW: There's nothing like driving a classic car that's as fresh as the day it was built. The Mobile Tradition tii is special even among the special, but also reminds us what a good car it was at the time, and why it's still fun to drive today.
TO SEE AND BEHOLD
People who live in glass houses should build 2002s
The notion behind building the Mobile Tradition 2002 tii in a glass-walled workshop was so employees and spectators could enjoy its progress during construction. This see-through shop is located on the BMW Museum Exhibition property in Munich, next to the Olympic Tower. A 1972 tii formed the basis of the car. More than 4000 new parts were installed, plus a full restoration of the paintwork and interior. The buildup was straightforward, and several of the technicians who worked on this special 2002 were younger than it was. Retail parts and labor cost? About $150,000. Sure, most people wouldn't invest that much in a car worth perhaps 20 percent of that, but that wasn't the idea. Its message is to remind us that BMW still supports the 2002 in a big way. Mission accomplished. Although most of the parts are new, there was still a considerable amount of labor required to build up the Mobile Tradition 2002. This included mating new body panels to the restored shell and handfinishing them to match and fit. BMW can supply many bits, including the new wiring harness, window controls, and fuel-injected powerplant. The job took 11 months to complete, not unreasonable considering it began with a bare monocoque. How about a 3.0CSi next time?
Read more: http://www.motortrend.com/classic/roadtests/c12_0612_1972_bmw_2002_tii/viewall.html#ixzz2S60Rzno0
http://www.motortrend.com/classic/roadtests/c12_0612_1972_bmw_2002_tii/
Previous posts on this project:
http://baurspotting.blogspot.com/2012/08/mission-accomplished-bmw-2002-tii.html
VIDEOS of the Project!!
http://baurspotting.blogspot.com/2012/08/bmw-2002tii-mobile-tradition.html
In the December 2006 issue of Motor Trend Magazine, we find this article about the project:
Drive: 1972 BMW 2002 tii
New Oh Two: Think of it as a showroom-fresh, brand-new, 35-year-old car
1968. Richard Nixon was elected president. Fighting raged in Vietnam with no end in sight. America watched "Hawaii Five-O," "Mayberry RFD," and "Here's Lucy" on an ever increasing number of color television sets. Robert Kennedy and Martin Luther King Jr. were assassinated. "Oliver" won the Oscar for Best Picture. Otis Redding was sittin' on the dock of the bay. And BMW introduced the 2002 in the United States.
Launched in Europe in late 1966 by a company still struggling to right itself after WWII, the 2002 summarily defined the modern compact sport sedan (even though it had only two doors) and saved BMW by doing so. Bayerische Motoren Werke was anything but a high-volume carmaker back then, and although it had a few successes to its credit, it appeared destined to remain a second- or third-tier player behind German giants like Volkswagen and Mercedes. The 2002 changed all that. It imbued the everyday car with a measure of sportiness and sophistication, demonstrated that performance means more than going fast in a straight line, and moved BMW a notch up the automaker food chain. The 2002's combination of sports-car handling, room for four, an airy greenhouse, and a large trunk, plus BMW's growing reputation for engineering and high-quality construction, came together in a car that caught the attention of enthusiasts the world over who didn't want a four-door, yet needed something more than a rickety British two-seater. It made a great economy car, a great race car, and served many needs in between. BMW sold more than 860,000 2002s worldwide before it was replaced in 1977 by what was then-and is today-called the 3 Series. BMW is well aware of the 2002's status as a corporate, automotive, and cult icon. And, like most German carmakers, it does a good job of nurturing its heritage. The division that provides technical, parts, and service support is called Mobile Tradition. In early 2005, the folks at Mobile Tradition realized they stocked or could supply about 90 percent of the parts needed to not only maintain or restore a 2002, but to build a virtually brand-new one. So they did. A "Glass Workshop" was constructed in the shadow of BMW's multicylindrical world headquarters in Munich. The project, based on an original 1970s body shell, was spearheaded by Klaus Kutscher, head of the BMW Mobile Tradition workshop, and master mechanic Arthur Herrmann (see sidebar). The decision to craft the car as a tii model was made early on. The fuel-injected tii, sold in the U.S. from 1972 to 1974 (all prior and later 2002s employed carburetors, still common in those days) was intended to comply with emissions requirements and the onset of unleaded fuel. But the benefit was much more power and increased driveability, making the tii the best-performing and most highly sought model among all 2002s. The project took about 11 months, beginning in May 2005. The Mobile Tradition 2002 made its debut at the Techno Classica show-one of Europe's largest and most significant classic-car conventions-in Essen, Germany, in April 2006. It traveled to America four months later, stopping in Northern California during the Monterey/Pebble Beach weekend in August. And that's where we pirated it off for a day of photography and hard driving through some of the Peninsula's best roads. In the metal, this new/old 2002 captivates. Looking period-correct in brilliant Inca Orange-the same color as Motor Trend's 2002 tii test car featured in our January 1972 issue-Mobile Tradition's toy is downright cuddly. The assembly workmanship and finish are first-rate. It all looks, feels, and even smells factory original (if a bit better), yet it's not overrestored. All the cues are 1970s-right. Chrome and satin-finished trim, narrow alloy wheels, hand-cranked windows and metal sunroof, businesslike black instrument panel, dished three-spoke steering wheel, etc. The final touch: "Cocoa" floormats. Equally amazing is what you won't find. No CD changer, no nav system, no AM/FM/MP3/Sat entertainment system. There's no radio at all, in fact, although most were dealer-installed. There's no power steering or door locks, no cruise control, and not an airbag to be found. Wood trim? Trip computer? Rearview camera or park assist? Sorry. Heated and cooled 16-way leather-trimmed power seats with multiple driver memory capability? Hardly. There are just seats, upholstered in weave-textured black vinyl. Manually adjustable fore and aft, and for rake. That's it. iDrive? Please... Simple-or more correct, purposeful-as the above makes it seem, the 2002 packed sophisticated hardware. The monocoque chassis was guided by rack-and-pinion steering and stopped by standard power front disc brakes. Exotics such as the Maserati Ghibli and Alfa Romeo Montreal had live rear axles, but the cheap-by-comparison 2002 boasted an independent rear suspension to go with its MacPherson struts and coil springs up front. The tii's 140 horsepower doesn't seem a lot today, but it was plenty for a 2.0-liter I-4 in the early 1970s. The secret was its Kugelfischer mechanical fuel injection, which allowed for precise fuel metering at all rpm ranges. Thus, the 1990cc SOHC four could be tuned with more aggressive cam timing without ruining the car's low-rpm driveability. The tranny was a straightforward four-speed manual. While the 2002 didn't pack anything resembling the computerized engine-management systems found in today's cars, its basic architecture and component usage set the standard for what most automakers still employ 35 years later-including BMW. The upright packaging that made the 2002 feel so right nearly four decades ago is still relevant today. You sit well supported, facing only the instruments needed for the job of driving. The speedo, tach, and fuel/temp readouts are unobstructed by the largish wheel, and the thin, dare we say dainty, A, B, and C-pillars make for near 360-degree visibility with no blind spots. The iron-block, aluminum-head four sounds unenthusiastic upon startup, but there's a sporty exhaust snort once warm and given some revs. The shifter is a bit graunchy and takes some muscle to manipulate through the pattern. We remember them being lighter, but perhaps this is just a balky box. Rowing up and down the tach, it's hard to believe this engine is a 35-year-old design. There's meaningful power as low as 2000 rpm, and it pulls hard and clean to near its 5800-rpm horsepower peak. The sweet spot is from about 3000 revs, through the torque peak at 4500, and up to about 5200 rpm. Most mountain roads will be gobbled up in this rev range, using second and third gears. Fourth is good for faster two-lanes, although freeway running had us wanting one more gear for easier cruising. It's interesting that two sporting legends of the 1960s-this and the Porsche 911-employed floor-mounted pedals. While the New Oh Two runs on super skinny 165/HR13 Michelin XASs, the steering will give your biceps a workout. Parking is a chore, although it lightens with movement and the effort further decreases with speed. The feel and feedback are organic and direct as you'd expect, and the brakes (non-ABS) stop the car straight and true through a firm pedal. We were tentative during our first miles at the wheel, but as the day warmed and the roads dried of morning dew, we found ourselves carving up the wide variety of curves that make up California's G16, which connects Highway 101 to Highway 1 through rustic Carmel Valley. And smiling all the way. The car carries speed well, and its suspension soaks up bumps and dips with impressive aplomb. The 2002 was noted for its exemplary ride quality when new, and it's still smooth and relatively supple by today's standard. If there's a limiting factor, it's those 165-section tires: 185/13s were optional, and many drivers switched to 185/70 tires on 14-inch wheels, and 205/60-15s as lower profiles became available. It's easy to overdrive the narrow 13-inch rolling stock, and the rear end will swing around if you lean on them too hard because the chassis is still working while the rubber runs out of grip. Don't overdrive it, however, and it's fine. Plus it sure looks right on these small alloys and high-profile tires. Driving the icons of one's youth today can be disappointing for at least two reasons. One is that those cars were designed and built using technology and components from another time, 20, 30, even 50 years ago. Another is that the example you happen to be driving may be worn out. Sampling a car this fresh removes the latter variable from the equation. It gave us the chance to remember how good the BMW 2002 tii was when new and why it had such a huge impact. It also told us how relevant it remains, why it's so popular, and why BMW went through the exercise of building this new/old machine to remind us of that. No disappointment here. Now, if we could just have Otis Redding, Bobby Kennedy, and "Hawaii Five-O" back. ASK THE COMPANY THAT OWNS ONEOWNER NAME: BMW Mobile Tradition
WHY THEY LIKE IT: "The BMW 2002 models are cult cars that uniquely embody the spirit of the 1960s and 1970s. The aim was to revive this exciting era by reconstructing the 2002 tii model out of individual components."
IT'S COLLECTIBLE BECAUSE: One of the icons that taught America about handling, the original German sport sedan is still relevant and fun to drive today.
RESTORING/MAINTAINING: Based on this exercise, it's easy to see that parts are available. Mechanical fuel injection needs to be in good shape or rebuilt; otherwise, it won't run well. Also good aftermarket and club support; car responds to mild performance mods, too.
BEWARE: Worn suspension bushings will make it feel flabby, so plan on replacing all of them. They don't rust as badly as most British or Italian roadsters, but still fall victim to the tin worm. Standard 2002s can be converted to tii spec, so make sure you're getting a "real" fuel-injected version. Cracked dash expensive to replace.
EXPECT TO PAY (coupe/conv.) Concours ready: $30K; solid driver: $10/$15K; tired runner: $5/$10K
JOIN THE CLUB: BMW Car Club of America (bmwcca.com); BMW 2002 enthusiast Web site in England (bmw2002.co.uk); bmwworld.com.
OUR TAKETHEN: The tii surfaces as the German version of the original tri-power GTO Pontiac; maybe the most fun BMW or anybody has ever built into a car; certainly the best small sedan we've tried in its class.-Eric Dahlquist, Motor Trend, January 1972
NOW: There's nothing like driving a classic car that's as fresh as the day it was built. The Mobile Tradition tii is special even among the special, but also reminds us what a good car it was at the time, and why it's still fun to drive today.
TO SEE AND BEHOLDPeople who live in glass houses should build 2002s
The notion behind building the Mobile Tradition 2002 tii in a glass-walled workshop was so employees and spectators could enjoy its progress during construction. This see-through shop is located on the BMW Museum Exhibition property in Munich, next to the Olympic Tower. A 1972 tii formed the basis of the car. More than 4000 new parts were installed, plus a full restoration of the paintwork and interior. The buildup was straightforward, and several of the technicians who worked on this special 2002 were younger than it was. Retail parts and labor cost? About $150,000. Sure, most people wouldn't invest that much in a car worth perhaps 20 percent of that, but that wasn't the idea. Its message is to remind us that BMW still supports the 2002 in a big way. Mission accomplished. Although most of the parts are new, there was still a considerable amount of labor required to build up the Mobile Tradition 2002. This included mating new body panels to the restored shell and handfinishing them to match and fit. BMW can supply many bits, including the new wiring harness, window controls, and fuel-injected powerplant. The job took 11 months to complete, not unreasonable considering it began with a bare monocoque. How about a 3.0CSi next time?
Read more: http://www.motortrend.com/classic/roadtests/c12_0612_1972_bmw_2002_tii/viewall.html#ixzz2S60Rzno0
http://www.motortrend.com/classic/roadtests/c12_0612_1972_bmw_2002_tii/
Previous posts on this project:
http://baurspotting.blogspot.com/2012/08/mission-accomplished-bmw-2002-tii.html
VIDEOS of the Project!!
http://baurspotting.blogspot.com/2012/08/bmw-2002tii-mobile-tradition.html
No comments:
Post a Comment