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Helmut Werner Bönsch, BMW's director of product planning, and Alex von Falkenhausen, designer of the M10 engine, each had a two litre engine installed in a 1600-2 for their respective personal use.

When they realized they had both made the same modification to their own cars, they prepared a joint proposal to BMW's board to manufacture a two litre version of the 1600-2. (p73) (p21) At the same time, American importer Max Hoffman was asking BMW for a sporting version of the 02 series that could be sold in the United States. 

As per the larger coupe and 4-door sedan models, the 2.0 engine was sold in two states of tune: the base single-carburetor 2002 producing 75 kW (101 hp)and the dual-carburetor high compression 2002 ti producing 89 kW (119 hp). The 2002 Automatic, with the base engine and a ZF 3HP12 3 speed automatic transmission, became available in 1969.

In 1971, the Baur cabriolet was switched from the 1.6 L engine to the 2.0 L engine to become the 2002 cabriolet, the Touring hatchback version of the 02 Series became available with all engine sizes available in the 02 Series at the time and the 2002 tii was introduced as the replacement for the 2002 ti. The 2002 tii used the fuel-injected 97 kW (130 hp) engine from the 2000 tii, which resulted in a top speed of 185 km/h (115 mph). A 2002 tii Touring model was available throughout the run of the tii engine and the Touring body, both of which ended production in 1974. 

The 2002 Turbo was launched at the 1973 Frankfurt Motor Show. This was BMW's first turbocharged production car and the first turbocharged car since General Motors' brief offerings in the early 1960s. It produced 127 kW (170 hp) at 5,800 rpm,  with 240 N·m (180 lb·ft) of torque. The 2002 Turbo used the 2002 tii engine with a KKK turbocharger and a compression ratio of 6.9:1 in order to prevent engine knocking. Kugelfischer mechanical fuel injection was used, with a sliding throttle plate instead of the usual throttle butterfly. The 2002 Turbo was introduced just before the 1973 oil crisis, therefore only 1,672 were built. 

BMW's 2002 is one of those cars that you just can't get enough of. If you've owned one in the past, chances are great that you'll own another one sometime in the future. Once this compact, boxy sports sedan gets into your system, you won't likely ever get it out. Its appeal is that contagious. I know, I've owned six of them, and I plan on buying another 2002 as soon as I can find one that suits my needs.
This is the car that reversed the Bavarian Motor Werks' ailing production slump and literally put BMW on the road to success, while helping to spawn the immensely popular sport sedan category. Crossing several markets, it attracted the more mature, performance-oriented buyers who were enthusiastic about spirited driving, as well as those buyers with young families who needed a car that was as much fun to drive as their old MG but infinitely more reliable. The 2002 offered buyers both types of cars in a single, stylish package.
Cars that are popular when they are new are always certain to be popular when they're old, and here the 2002 is no exception. Thirty-two years after production ended, they remain popular with those who know.

But unlike most other collector cars that are bought as investments, the 02 is more of a cult car--perhaps the ultimate cult car at that--which serious performance car enthusiasts the world over seek to buy strictly for driving enjoyment.

The 2002 was in production for nine years, yet it remained virtually the same throughout its production run. Its major change was an aesthetic one, when the 1974-'76 models were fitted with rectangular taillamps and large energy-absorbing bumpers. These models also had an imitation woodgrain instrument panel and a smaller, four-spoke steering wheel. Although U.S. buyers only got two-door sedans, several other body styles were available worldwide: a Cabriolet, Targa and the Touring hatchback. The biggest seller was the standard model, of which 320,806 were built. For a car produced by a small manufacturer, such as BMW was back in the late 1960s and early 1970s, this was an incredible achievement.

The high-performance model was the tii, which was produced for the 1972-'74 model years. Visually, it was identical to a standard 2002, with the same engine and gearbox, but instead of a Solex carburetor, it was equipped with Kugelfischer mechanical fuel injection, which increased its horsepower rating from 100hp to 125hp. To help cope with the added power, beefier front MacPherson struts were used that had thicker spindles, larger brake calipers and rotors. The exhaust manifold was a special high-flow cast-iron unit that was unique to this model, as was the special leather-rimmed sport steering wheel.
The car's shortcomings are more annoying than anything else, yet in no way will they prevent you from driving across the country at a moment's notice. Some of the more common problems include the heater blower motor, which can either function noisily or stop working without warning. To replace the blower motor is a very time-consuming job. The other big issue is the gas tank. Because the 12-gallon tank has a seam between its top and bottom half, a filler neck made of plastic, and is fitted inside the trunk--not below the trunk floor as in most cars--the gas fumes escape into the trunk and eventually seep into the cabin. As soon as a window is cracked open, the fumes start swirling around, making you feel lightheaded. This problem is easily cured by getting the tank sealed and rerouting the expansion tank's vent tube directly outside.

The 02's single-overhead-cam four-cylinder engine is very durable with a good amount of nickel in its cylinder block, which allows the engine to travel well over 200,000 miles before needing a rebuild. Because the engine is canted 30 degrees to the exhaust side, a limited amount of lubricating oil reaches the rearmost rocker arms above cylinder number four, causing premature wear that results in excessive clatter. The eccentric above the rocker is easily adjusted to close the gap between the rocker arm and the valve, but this will eventually wear, too. The springs on the rocker shaft will weaken, causing the rocker arms to slide off the valve tips and bang around. The aluminum crossflow cylinder head rarely gives problems. The butterfly spindles on the Solex carbs wear, upsetting the fuel-mixture ratio. The fuel-injection system on tii models works well, but because the injection pump shares its oil with that of the engine, dirty oil can ruin the unit.

The four-speed Borg-Warner gearbox is very durable and should give long service without problems. Like many other gearboxes, the second-gear synchro wears before the other synchros, causing a crunching noise when upshifting from first to second gear. The rubber bushing in the gear-change selector rod will wear, causing the shifter to flop around; replacement bushings are easily installed. A five-speed close-ratio gearbox was also available, but very few 02s were fitted with one; this is a very desirable gearbox today. The three-speed automatic transmissions were made by ZF and are also quite durable, but they are clearly not as smooth-shifting as a GM Hydra-Matic. The differential is also trouble-free, but the 3.64:1 ratio gears will get noisy beyond 150,000 miles. A limited-slip differential was optional. The early models had rear axle U-joints that were noisy and not so durable; many such cars have been retrofitted with the later-style CV joints that are virtually maintenance free.
The front disc/rear drum brake system works extremely well, but if the car is used infrequently, or laid up for several months, the four pistons in the front calipers will quickly begin to rust, causing the car to pull to one side during braking. The flexible brake hoses are made of rubber that breaks down over time, restricting the flow of fluid to the caliper, thus reducing braking performance. Rebuilt calipers and new brake hoses are readily available and easy to install.

The biggest problem with 02s is rust. The most important area is the rear shock towers. If they show signs of rust and/or a long horizontal crack(s), then they must be replaced, which can be expensive. The front floor pan below the pedal box is another common rust spot, followed by the passenger-side floor pan. The outer rocker panels are also susceptible to rust, along with the front fenders around the turn signal lamps and adjacent to the door gap, and the outer wheel well lip on the rear quarter panels. Check the bottom of the spare tire well, too, and the supporting lip surrounding the gas tank.
Electrically, all is okay, although some of the brass connectors in the fuse box can corrode, and the wiring at the front turn signal weakens over time and falls out, but this is an easy fix. The three brass spring clips in the rear taillamps will eventually lose tension and not make contact with the bulbs, thus causing the tail, brake and reverse lamps to fail; again, an easy fix. The alternator, although reliable, puts out only 45 amps, so the brightness of the headlamps is a little weak; a 65-amp unit from early 5-series models bolts right in.

The biggest issue with the interior is the horse-hair-type seat stuffing which compresses over time, forcing the inner springs to rise up against the upholstery and making the seats very uncomfortable. The heat-treated seams will split, but replacement upholstery kits are available. The cables that control the heater and the ventilation vents eventually stretch and weaken, making the opening and closing of the vents difficult. Window regulators will weaken too, and the exterior door locks will wear to the point where it will be difficult to turn the key. The clips holding the dome lamp assembly above the driver's side door will crack and the lamp will hang down by its wires; and the small plastic clips holding the windshield visors in the up position will also crack, making the visors flop down in your field of vision. And the dash tops have a habit of cracking down the center. Thankfully, every replacement part is available to restore an 02's beauty and functionality back to the day it was first built.

So, which is the best model to buy? Well, among serious 02 fanatics, the most sought-after 2002s are the 1972-'73 tii models with the round taillamps. The 1974 tii with the rectangular taillamps is the next most desirable model. Among the standard 2002s, again it's the 1972-'73 models. These were fitted with stronger front and rear chrome bumpers and very limited emissions equipment. Cars equipped with sunroofs are more desirable, but those equipped with air conditioning are not, as the system is second-rate and isn't worth having.

The later rectangular taillamp models have their own strong following, as these cars feel more solid, and corner flatter. Since all the bugs were worked out by the time the final 1976 models were produced, these are the best-built 2002s of them all. The rarely seen Turbo, Cabriolet, Targa and Touring models, all of which rate high on 02 enthusiasts' wish lists, were not officially imported here, so finding one will be very difficult.

If you are seeking an affordable collector car that doesn't need constant care and attention, and can be used as a daily driver throughout the year, then the 2002 just may be the ideal old car you've been searching for.
Credit: Richard Lentinello