The 2002 was a landmark BMW, and set the tone for the ‘Ultimate Driving Machines’ that were to follow. Small, light, handsome and supremely well-balanced, the 2002 was BMW firing on all cylinders. Today, prices are strong but not unobtainable. Daily drivers don’t come any classier than this.
The 2002 story began in 1966 with the launch of BMW’s 02 range. The initial model in the line up - the 1600-02 - was a two-door variant of the popular 1600 saloon car. This set the tone for the rest of the 02 range that was to follow - taking an existing formula and improving upon it. It worked. In 1967, the 02 range was expanded to include the twin-carburettor 1600ti. The 02 BMWs were instant hits in BMW’s European heartland - perfectly suited to its tight, winding roads and packing enough pace to deal with the rapidly expanding motorway networks. However, news of its success soon spread Stateside, and soon, demand for a US version that met America’s stringent emissions tests grew stronger. Like many great German machines, it was this American demand (and tight regulations) that forced BMW to offer something special. Really special. The result was the BMW 2002, so called because of its specially adapted 2.0-litre M10 engine. Amazingly, this masterstroke combination of powerful engine and dinky chassis was not the brainchild of the BMW boardroom. Well, not exactly. It was actually a skunkworks special that escaped the factory. Helmut Werner Bönsch, who was the German marque’s director of product planning, was not satisfied with his personal 02 series company car, and decided to have a larger M10 engine wedged in it for extra grunt. Amazingly, he later found out that Alex von Falkenhausen - the man who designed the M10 engine - had done the same thing with his personal car. They enjoyed their cars so much that they convinced BMW that this was the answer to their American prayers. It just so happened that it coincided with the pleas of Max Hoffman - the notable BMW importer - who desperately wanted something powerful enough to sell to his US customers. The stars aligned, and the 2002 was green lit by BMW’s board. It was an immediate success, prompting the German manufacturer to pump out a subsequent twin-carb version (called the 2002ti), and the subsequent 2002tii. The latter was a bona fide supercar killer, dishing out an impressive 130bhp and displaying exquisite cornering balance. By 1971, BMW had face-lifted the 2002 (demarcated by its square brake lights and hatchback Touring variants). This gave the 02 range impressive flexibility. The Touring was competing with the Volvo P1800 in one corner of the market, the standard coupes were fighting with Alfa Suds, and the 2002s were frightening sports cars down twisty back roads and on the racetrack. It’s no surprise then, that BMW was churning out up to 60,000 02’s a year by 1972. However, BMW saved its best until last when, in 1973, it unveiled Europe’s first turbo’d road car - the legendary 2002 Turbo. Everything from its stunningly aggressive bodywork to its impressive speed and agility sent sales skyrocketing. When production ended the following year (in favour of the first BMW 3 Series), the 02 and 2002 had cemented its place as BMW’s genesis on the world stage, forging the blueprints that the Bavarian marque has dominated the fast saloon market with for the following five decades.
While the BMW 2002 benefits from typically excellent German engineering, it is half a century old now, and examples will inevitably show their age. This, coupled with tanking values in the 1980s and 1990s means many owners neglected their 02s, scrimping on repairs and bodging the welding. Naturally, rust is the worst problem you’ll encounter, so be vigilant over the trouble spots and ensure corrosion has not taken hold. You’ll want to start by looking at the inner and outer wheel arches (taking care to check the rear spring boxes), the sills (both inner and outer, particularly the jacking points), the inner box sections on the front wings underneath the radiator (and the wings in general), the floor (especially near the front and the boot), the lower front panels and the A-posts. Other areas include the metal hidden behind the headlamps, while blocked drain holes can lead to a rotten bulkhead (close to the heater box), which can often write the car off.
The various specifications of the M10 unit that were fitted to the 02 and 2002 are hardy and long-lasting. In fact, well-maintained examples have frequently been known to top 100,000 miles without breaking sweat. However, this does not mean you should assume your example is one such car. Shoddy maintenance will, like any classic, wreck the engine in all sorts of imaginative ways. On the BMW, this often leads to the alloy cylinder head cracking. For if the water passages haven’t benefited from enough rust-preventing anti-freeze, then blockages can occur, leading to overheating and then cracking. Of course, a tell tale sign of this is haywire temperature figures when the car is warming up, so keep an eye on the temperature gauge. Another common issue is worn distributor caps, although thanks to modern technology, electronic ignition systems can be retro-fitted. On cars fitted with carburettors, you will need to replace the in-line fuel filter every year (at the very least, because twice a year is better). On the Tii (which is fuel-injected), there are a multitude of potential issues. Because fuel injection was still a dark art in the early Seventies, the Tii’s system can be tricky to set up correctly. For instance, if the car struggles with cold starts, it could be a faulty timer relay. In some cases the car won’t turn over at all. In this case, the most likely explanation is a blown fuel pump fuse.
With the transmission, you’ll want to keep your ears trained for a differential rattle. It’s a typical symptom of a high miler, but it isn’t usually a significant problem. It can often be sorted by flushing and changing the fluid. If, however, there is a noticeable clanging sound as you move away from stand still, it points towards a broken diff mounting. The linkage can also wear, resulting in a sloppy, inaccurate gate action. While the transmissions are - for their age - pretty strong, you’ll want to watch out for the weak synchro on second gear.
There isn’t a huge amount to worry about, other than potentially worn bushes and dampers. Many 02 and 2002 examples have had their suspension set-up tweaked and replaced, because they are remarkably easy to work on. Whether this is a positive or a negative depends on how stringent you are for originality. In many cases, tweaked suspension will only improve the driving experience, as long as it has been done sympathetically.
Although the BMW 2002 hails from an era of laughably basic electronics, you’ll want to make sure the basics are functioning as they should. For instance, check the heater blower (a common weak spot) is working, as well as the lights, instrument controls and the gauge illumination system.
The cabin of an 02 Series BMW is not particularly plush, and it is hard-wearing, so you shouldn’t spend much time worrying about a crumbling interior. However, items such as seat upholstery and the dashboard can crack, rip and become discoloured, so you’ll want to check this carefully. The dashboard particularly is an expensive process to remove and re-wrap, so take these costs into consideration before buying if it is an issue.
The 02 series BMW feels remarkably familiar to anyone who has driven more modern 3-Series, M3 or even M5s. It is incredibly well-balanced, agile and composed over compressions, making it a superb foil to any of its sports car contemporaries. One of BMW’s trump cards historically was its uncanny ability to create refined and practical saloons, that were nevertheless savagely effective when pointed at a mountain pass. The 02 Series is no different, and in fact created the blueprint which all subsequent BMWs have followed. Of course, the 2002 and the later 2002 Turbo are the pick of the bunch when it comes to driving thrills - and continue to excite the modern driver - but you’ll fun regardless of the specification.
While the BMW 02 Series commands more money than many of its contemporaries, it has survived the classic car price bubble largely intact. Project cars start around a couple of grand (although you’ll want to keep in mind the cost of replacement parts). For a working saloon in decent condition, you’re looking at around £7,000 to £9,000, rising to £13,000 for a well-looked after example. Bear in mind that the Touring hatchback is your best bet if you’re on a budget, and usually commands less than its saloon brethren. The Baur convertible models are still attainable, starting at £12,000 for a working runner, with £15,000 buying a tidy example. When it comes to the range-topping 2002, however, prices naturally heat up, but not by as much as you’d think. A decent runner will set you back around £9,000-£10,000, with £16,000 - £20,000 buying you a well-looked after example. The 2002tii climbs further still, with mint cars fetching as much as £30,000. Of course, the Turbo is firmly ensconced in BMW folklore, and commands values to match. You will not pick up a project car for anything less than £30,000, with working runners starting at £50,000. You’ll need at least £80,000 for something decent, and £100,000 for something special.
There is nothing inherently scary about BMW 2002 ownership. As long as you buy wisely (avoiding cars with rotten shells and tatty interiors) you can’t go badly wrong. Values are strong and show no signs of changing, meaning you should never lose too much for the duration of your ownership. The best part? Thanks to its lack of weight, simple engine and German reliability, this is a car you can easily drive every day without breaking the bank on fuel and breakdowns.
The BMW 2002 was, thanks to its supreme balance and tune-ability, a successful racing car. It was a mainstay of European sports car racing - with Hans Stuck and Clemens Schickentanz winning the Nurburgring 24 Hours in 1970, and continues to be raced in historic meeting to this day.
The BMW 02 Series was a highly significant chapter in motoring history. It was the range that first broke the notoriously fickle US market, and cemented BMW as a brand on the world stage. It exemplified everything great about the German brand, and was certainly one of the best models BMW ever produced. While the 3-Series and subsequent M3 stole all the plaudits, the handsome and exciting 2002 was just as good, and all the more so considering it was the original iteration of BMW’s now famous fast saloon formula. As a classic, there are few better daily drivers or classic racing cars.
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