Repair of A1972 BMW 2002tii

I grew up in the small town of Chambly Fortress in Quebec, just south of Montreal. From an early age, my grandfather, who built the first petrol engine car in Canada, Fosmobile, often shared his interest in cars with me, which may have contributed to my interest in cars. not.

I truly remember allowing my neighbors to test drive the MGB, Triumph and Mini, but my idea was supported by the steering wheel of the 1972 BMW 2002tii. It felt much smoother and faster than the other cars I drove. It had more horsepower and felt like it could easily hug the road. At that time, I promised to own one of these great cars someday.

While investigating these cars in early 2009, I came across a gem in Calgary, Alberta and found it to be in a surprisingly decent shape. All original and no previous changes or restoration attempts. Based solely on the photo and the intuitive confidence in the person selling it, I quickly scooped it up. This companion was just the second owner, and the odometer had a mileage of only 45,000 miles. The vehicle originated from the United States and the original owner was tracked to Colorado.

The 2002tii is usually more valuable and therefore more coveted. It is becoming increasingly difficult to find one in good condition without a change of ownership. This is especially true given the mechanical uniqueness of tii (Touring International Injection) and the cost of some of those unique parts. The original 2002tii was equipped with BMW’s first Kugelfischer mechanical fuel injection system. This 2.0-liter engine was able to produce 125-140 horsepower and 127-145 lb-ft of torque.

I picked it up from a vintage car carrier and had it shipped to Burlington, Ontario. The car was once partially painted, but it was a terrible job, with evidence of excess body filler, cracked paint, and some visible small rust. That was at least what I could see. Other surprises were waiting for me.

When the car arrived from Calgary, it was delivered to a local BMW dealer. I looked it up with the help of a mechanic. I just wanted to see if it would run. It turns out that it is rarely needed to meet security and certification requirements. The engine compression was almost factory default and very uniform. The fuel tank was cleaned and all liquids were washed away. I changed the oil, oil filter, and spark plug. Finally, they completed a fierce brake inspection. When everything looked good, I went out on the road and drove for a few weeks and learned as much as I could about it.

In most cases it worked fine, but some parts were tired, age sensitive and needed to be updated. It was dull, had certain vibrations and did not handle the bumps well. My plan was to use all original equipment manufacturer (OEM) parts.

I started repairing everything mechanically. The entire fuel supply system had to be cleaned and three fuel filters (fuel pump, fuel injection and in-line filter) were replaced. It was next because the water pump was partially confiscated. I was curious about the mechanical fuel injection system, but it didn’t seem to be a problem.

All rubber products were my next project for inspection and replacement. Seals, belts, engine mounts and frame bushings required overover. Due to the aging of the car, we decided to replace all the rubber frames and mounting bushings. Then new hoses and belts were installed. The rear and front shock absorbers were terrible. The rear two were quickly rusted. All new shock absorbers have been installed and equipped with new tower mounts. Not surprisingly, the entire exhaust system was rusty. The exhaust manifold was fine, but all the pipes and mufflers had to be replaced.

The rubber rotoflex gib bushing / bearing between the transmission and the front of the drive shaft was the worst of all the parts that needed to be replaced. This is an all-rubber mount with a metal sleeve for eight mounting bolts to pass through. Its purpose is to mitigate vibration and movement between the transmission and the drive shaft. When I disassembled it, it completely collapsed in my hand. The rear universal joint of the drive shaft was fixed in one direction. This meant replacing the entire drive shaft as it was a completely sealed unit.

The clutch slave cylinder was leaking, so I headed for the recycle bin too. Small items that have all been replaced, such as brake cylinders and engine gaskets. Some were replaced because they were absolutely necessary, while others, such as brake pads, were replaced because it was easier to disassemble than to disassemble later.

Care had to be taken with the gearshift linkage. One of the first things I noticed when the car arrived was that the gear shifters were very loose and wobbled in all gears. The 2002tii’s shift throw is long, but this has always made gear changes an unpleasant chore. I have found that all bushings, sleeves, and linkages are almost worn or completely gone. When replaced, all four gears moved smoothly and shifted as firmly as the factory floor.

The inside of the car was in excellent condition. Even the dashboard clock of the 2002tii story existed and worked fine. All that was required was cleaning the seat bracket and one welding operation.

All chrome, including lights, grilles and bumpers, has been completely removed from the vehicle. All of these were in good condition and were the best time to complete the body repair, so I planned to keep them safe during the winter.

There were obvious rust areas like the outer rocker panel and the two rear fenders and the right front fender, but the inner rocker sill also looked suspicious. Reality began when the old front fenders were removed. I have found that everyone trying such a project is afraid. It was rusted more than I expected. The entire right pillar between the fender and the door hinge was almost rust. It had to be completely rebuilt by grinding and welding into new parts.

The old paint has completely peeled off the vehicle. The rear outer fender was tin-filled and a new front fender was installed. There was some very minor bodywork to fix the dents and I was ready for skim coat and sanding-lots of sanding!

The door, boot lid and engine hood were removed and painted separately. The rest was carefully papered and taped, ready for the painting booth. Then it entered the paint booth for 6 coats of original paint and 3 coats of clear coat. The vehicle then appeared to return to the showroom (minus doors, chrome, lights, bumpers, etc.).

Then, very carefully, reinstalling all the chrome was a painstaking effort: lights, grills and bumpers that had to be reinstalled. Almost everything was mechanically fixed, so I drove as I remembered in the 70’s. I’m finally ready to show this vintage 1972 BMW 2002tii to those who are happy to see it. The car has become everything I dreamed of. So my passion was satisfying. I had a vintage BMW 202tii as I wanted.