Page 74 - Wayne Carini's Guide to Affordable Classics

meeting or surpassing $50,000, putting the 2002 tii into a broader With relatively minor changes from year to year, good parts
field of interesting sports cars. Dirk de Groen, president of the BMW Classic Car Club of America, argues that a well-maintained base 2002 at $25,000 is a much better proposition than a needy tii. “There’s a lot of hype around the tii, of course, but a properly set up 2002 is nearly as much fun. I’d be much more interested in well-sorted 2002 than a run-down tii.”
Two of the quirkier 02 variants are the open versions, either the full cabriolet or the “targa” version, both built by Baur. The full convertible, available as a 1600 or in very limited numbers as a 2002, is pretty straightforward and has the benefit of full open air motoring, though its chop-top styling, with an extreme rear window angle top up, is not to everyone’s taste. Its replacement, which is perhaps a bit more awkward looking at first glance, is far more practical, offering multiple configurations with the removable roof on or off, and the rear window up or down. De Groen regards the later cabriolets as being “the best of both worlds. You can have the feeling of a full convertible, or, when it’s too sunny, you can lower all the windows and have nearly the feeling of a full convertible – all without losing the stiffness of the regular sedan.”
The second generation cabriolet might have had awkward proportions, but if offered a variety of different configurations – with the added benefit of extra safety.
No matter what the body style, the combination of forgiving understeer and a relatively compliant ride make for a tossable car that is also forgiving and comfortable on a daily basis. Later variants of the 2002 and ti and tii variants had various suspension modifications, primarily the addition of anti-roll bars and a stronger rear axle design, but none of these fundamentally affect the nature of a pleasant daily driver that just got more fun as more curves got in the way.
Less entertaining, some say, is the exceedingly rare and increasingly expensive Turbo model. “Good as it is for out-and- out performance driving, it can be a real pain under more normal experiences,” wrote Motor in 1974. “There’s a good couple of seconds delay before the turbocharger gets the car really moving; by that time you’re normally past the obstacle and the sudden increase in power can be an embarrassment.” Collectors seem unperturbed – prices have soared in recent years and have surpassed $150,000 for near-perfect examples.
72Wayne CariniAffordable Classics
support from BMW as well as a vigorous aftermarket network and a wide circle of enthusiasts, the 1600 and 2002 are low-risk classics. Road & Track summed it up best when it described them as “fully comparable in performance, handling, ride and finish with sports cars costing as much as $2,000 more.” Though prices have risen steadily as more and more buyers have discovered these fun but practical cars, the 02 series remains a standout as one of the best affordable classics of the 1970s.
The Knowledge
dFirst, the good news: 02s benefit from ample supplies of new and reproduction parts from a variety of US and international vendors. There is extensive online enthusiast activity and publications abound on care and feeding. BMW Mobile Tradition also supports the cars, with an ever-broadening range of OEM-quality parts available.
dThe bad news: rust, rust, rust. Because 02s were used as mainstream cars for decades, many have succumbed to poor treatment. “These cars were daily drivers,” says de Groen, “and people had to go to work. They didn’t have much value back then, so restoring or repainting them wasn’t an option. And if they were restored, it wasn’t often to a high standard.”
dIf you’re after a restored car, particularly an upmarket model like a ti or tii, request a BMW certificate of authenticity. Though less detailed than similar documents for vintage Porsches or Mercedes, it can confirm the car’s originality.
dOn the value scale, “roundies” are preferred and command higher prices than the post-1973 facelifted models with rectangular taillights. Facelifted US models were also burdened with increasingly stringent emissions controls as well as “diving board” bumpers.
dA good source to consult prior to purchase is Fred Larimer’s BMW BuyerÕs Guide. Larimer’s counsel starts with the basics: “Look for signs of body repair where you expect to find rust. Look under the carpeting, in the door jams and in any other hidden, hard-to-get-to areas for signs of repaint.” Highest risk areas for structural rust are the front shock towers and rocker panels. A paint meter test is in order for any 02, regardless of apparent condition.
dAlthough the M10 engine has a well-deserved reputation for reliability, excessive valve train noise could be an indication of worn rocker shafts.
dA puff of blue smoke while shifting is an indication
of worn valve seals – or possibly worse. Head gaskets have a reputation for weakness and any presence of water on the dipstick indicates a potential gasket issue. A compression check on all cylinders should be part of a thorough PPI.
dTransmissions are generally strong, but second-gear synchros have a tendency to fail. Also, listen to whining from the rear axle, which is an indication of excessive wear.