Turbo

If you own a 2002 Turbo send me a picture and your chassis number for the Turbo Technical Guide PDF.

The first BMW Turbo was the Paul Bracq concept design originally shown in 1972, this spectacular sleek concept car with gull-wing doors had a M10 turbo-charged engine at the heart of it. The scarlet show car never made it into production but did impress the motoring world of what BMW could do with a four-cylinder 2.0 litre engine.




Munich’s finest now turned their attention to developing a more powerful 02, engineers still felt that the 2002 chassis could still take more power. Designed around the already tried and tested Tii, they chose the KKK (Kuhnle, Kopp and Kausch) turbocharger with 0.55 overpressure that was sufficient to add another 40 Bhp to the already powerful 130 Bhp Tii. The compression ratio was modified from 6.9:1 to 9.5:1 and an oil cooler added. Bigger brakes were fitted to cope with the extra power, a limited slip differential for better high-speed cornering, and high-speed tyres fitted to wider wheels under the “screwed” on wide arches.

The interior had a much more sportiness about it, the standard seats were replaced with comfortable sports seats, a leather three spoked steering wheel faced the driver, a turbo pressure gauge was added to the right of the dashboard cluster with the clock used in the Tii’s, all topped off with a red-facia dashboard to emphasis the sporting agility of the car.

BMW engineers claimed it could cover a dash of 0-60 Mph (0-100 Km/h) in a mere 7.0 seconds and keep going right up to 130 Mph (211 Km/h). It caused quiet a storm in the mid-70′s. BMW had successfully produced Europe’s first turbo-charged production road car that could only be beaten by a Porsche Carrera with 210 Bhp, in its day.

Munich’s finest now turned their attention to developing a more powerful 02, engineers still felt that the 2002 chassis could still take more power. Designed around the already tried and tested Tii, they chose the KKK (Kuhnle, Kopp and Kausch) turbocharger with 0.55 overpressure that was sufficient to add another 40 Bhp to the already powerful 130 Bhp Tii. The compression ratio was modified from 6.9:1 to 9.5:1 and an oil cooler added. Bigger brakes were fitted to cope with the extra power, a limited slip differential for better high-speed cornering, and high-speed tyres fitted to wider wheels under the “screwed” on wide arches.



External styling was very “boy-racer” Motorsport stripes were added down each flank, with a boot spoiler to aid high-speed stability, wide arches to house 185 x13 wheels, and aggressive front spoiler and no front bumper. Press models had “2002″ and “turbo” added to the front spoiler in reverse script, so any car in front of the Turbo would know exactly what had just suddenly appeared behind him. The Press had a field day with BMW’s irresponsibleness, so it was decided to drop the reverse lettering on all production models.

Many lucky owners today have added after-market reverse scripting, to ensure that many other modern cars on today’s roads know exactly what they are dealing with.



In the 1970′s increasing road traffic accidents and reforms of road traffic laws, saw speed limits introduced on most major roads in Germany and just as the production started the OPEC countries of the Middle East announced their oil embargo. Know to us as the “70′s Oil Crisis”, this lead to a ban on Sunday driving and massive energy saving measures was suddenly introduced.

The BMW 2002 Turbo was frowned upon in this new era, ultimately this lead to it’s demise in 1975 after only producing 1672 models, all left hand drive, as the steering column for right-hand drive cars couldn’t be fitted as there wasn’t the clearance near the exhaust manifold.





The car often described as ‘Jekyll and Hyde’, “a punch in the kidney’s” said some motoring journalists when the turbocharger suddenly cut-in at just above 4000 Rpm.

Famous for it’s turbo-lag, “floor the accelerator and nothing, then suddenly a whoosh of power and off you’d shoot, like a bullet from a gun”. Understandably many ended up embedded in trees, making numbers today even more scarce. One thing can be sure the BMW 2002 Turbo is the ultimate 2002 and the lucky few owners that own one today are exclusive members of a very unique club.







Turbo Technical Specifications

Engine:
Fiscal; 121.8 Cu in (1997 cc)
Effective; 121.4 (1990 cc)

Maximum Output:
170 Bhp (DIN/125 kW @ 5800 Rpm

Maximum Torque:
173 ft/Ib (24.5 mkp) @ 4000 Rpm

Output per litre:
85.5 Bhp (DIN)/63 kW

Maximum Engine Speed:
6400 Rpm

Maximum Continuous Engine Speed:
6000 Rpm

Compression Ratio:
From 9.5:1 to 6.9:1

Stroke/Bore Ratio:
80/89 mm (0.9)

Mean Piston Speed:
3050 ft/min. (15.5 m/sec) @ 5800 Rpm

Torque/Weight Ratio:
163 ft/Ib per ton. 22.6 mkp/1000 kg

Output/Weight Ratio:
In road trim with full tank – 13.9 Ib/Bhp (6.35 kg/Bhp)
All Seats occupied & luggage – 18.6 Ib/Bhp (8.47 kg/Bhp)

Fuel Consumption:
27 Mpg (10.5 litres/100 km)

Cylinder Head:
“121″ Ti, spherical-shaped combustion chamber

Fuel System:
Schafer PL 04 Mechanical Fuel Injection with KKK BLD Turbocharger, operating @ 7psi.

Fuel Tank:
15.4 Imp Gallon/70 Litres





Clutch:

Single dry plate with disc plate and torsion vibration damper, automatic wear compensation and increased trust pressure plate (Fichel & Sachs MF 228). Pre-engaged throw-out bearing.

Gearbox:
Manual, 4-Speed Getrag synchromesh 242/3 with Borg-Warner synchromesh,
5-Speed Getrag with Porsche synchromesh 235/5, strengthened (special equipment).

Propeller Shaft:
Standard on all models

Final Drive:
Pinion/Crown wheel 3.36:1 No. of teeth 37:11 Contact pattern Klingelberg
ZF disc type limited slip differential, locking value of 40%

Front Axle:
As Tii, Torsion bar stabiliser 20mm diameter (Optional 22mm)
Toe-in normal loaded +1.5mm (+1 or 0.5mm)

Camber Angle:
Normal loaded – + 0 degrees 30′ +/- 30′ positive

Caster Angle:
4 Degrees +/- 30′

Kingpin Angle:
8 Degrees 30′

Toe-in on turns:
(For 20 degrees deflection of inside wheel) – 1 Degrees

Maximum Wheel Lock:
Inside wheel 42 Degrees
Outside wheel 34 Degrees

Spring Travel:
Front 180 mm (7″)
Rear 190 mm (7.4″)

Steering/Rear Axle:
As Tii, with Torsion bar stabiliser 16mm diameter (Optional 18mm)

Toe-In:
Normally loaded 1.5mm (+1/-0.5mm)

Camber Angle:
Normally loaded + 2 Degrees 30′ +/- 30′ negative

Springs and Shock Absorbers:
Boge shock absorbers all round. Bilstein optional.

Steel Wheels:
5.5 J x13 H2

Wheel dish related to centre:
19mm (0.74″)

Alloy Wheels:
6 J x13 H2 (Optional)

Wheel dish related to centre:
13mm (0.5″)

Tyres:
185/70 VR13 with inner type and metal screw-in valve 40G DIN 7771

Makes:
Michelin XWX
Pirelli CN 36 SM
Dimensions and Weights:
Length 4220 mm (13’10″)
Width 1620 mm (5’3 ½”)
Height 1410 mm (4′ 7″)
Wheelbase 2500 mm (8’1 ½”)
Ground Clearance 100 mm (3′ 7/8″)
Front overhang 709 mm (2′ 3 ½”)
Rear overhang 1003 mm (3′ 3″)

Front Track:
5.5 J 1375 mm (53.6″)
6 J 1387 mm (54.9″)

Rear Track:
5.5 J 1362 mm (53.1″)
6 J 1374 mm (53.6″)

Minimum track circle diameter 9.60 M (31′ 6″)

Minimum turning circle 10.40 M (34′ 2″)

Vehicle Weight (empty):
In road trim, full tank 1080 kg (2376Ib)
Special equipment light alloy parts 1035 kg (2277Ib)

Performance:
Maximum Speed 211 kph (131 mph)
Maximum gradients:
1st gear 59%
gear 43%
gear 23%
4th gear 14%
3rd
2nd

Acceleration (kph):
0-50 2.4
0-80 5.1
0-100 (0-60 mph) 6.9
0-120 10.1
0-140 13.4
0-160 18.4
Standing kilometre start 28.0
Average speed over this distance 80 mph/129 kph
Terminal speed 116 mph/186kph

Electrical System:
Battery 12 V 44 Amp
Coil Bosch KB 12 V
Distributor Bosch J.F.U.D 4 P/N: 0.231.180.014



Ignition Advance

Centrifugal:
Starts at 1000 rpm ends at 1500 rpm Max adjustment range: 25 Degrees +/- 2 Degrees on crankshaft

Vacuum:
Starts at 200 mm Hg ends at 310 mm Hg Max adjustment range: 10 degrees +/- 2 degrees on crankshaft

Ignition Timing:
25 Degrees BTDC @ 2500 rpm

The distributor advance curve should be checked with Engine idling at 800-950 rpm. Advance angle is –2 to -8 degrees on crankshaft

Dwell Angle 62 +/- 3 degrees

Contact Breaker cap 0.016″ (0.4 mm)

Alternator Bosch K 1/14 V 45 A 22 (630 kw)

Voltage regulator Bosch AD 1/14 V

Starter Motor Bosch GF 12 V 1HP

Bosch W200 T30, WG200 T 30 (original)

Spark Plugs Bosch W7DC, Bosch W7DP, Champion N8Y, BMW W6 DC

Beru 200/14/3A

Spark Plug Gap 0.24″ (0.6 mm +/- 0.1mm)

Horn 1-Single tone

Headlights Quartz-Halogen H4 (55/60W)



Turbocharger:
KKK

Model:
11.65-1259307

Lader NR:
189 616

Ausfuhrung:
5637 0 1700

Capacities:
Cooling system including heater 1.28 Imp gallon (7 litres) 
Engine Oil SAE 20W 50 HD, 7 Imp pints (4 litres) + 0.44 Imp (0.25 litres) 
If oil filter is changed. + 1.3 Imp (0.75 litres) in oil cooler 
Manual Gearbox 
Use SAE 80 Gearbox Oil 
4-Speed 1.8 Imp pints (1 litre) 
5-Speed 2.5 Imp pints (1.4 litres) 
Final Drive (Use SAE 90 Branded Hypoid oil) 1.7 Imp pints (0.95 litres) 
Steering Box (Use SAE 90 Branded Hypoid oil) 0.55 Imp pints (0.3 litres) 
Control Piston Housing (back of injection pump) 0.18 Imp pints (0.1 litre) HD oil 
Drive Mechanism of injection pump 0.018 Imp pints (0.1 litre) HD oil 






 

Now available direct replacement BMW 2002 Turbo Air Filters. Long after the original item (BMW Part No: 13.71.1.259.538) has gone NLA (No Longer Available). K&N Filters have now developed a direct replacement filter for the BMW 2002 Turbo, increasing cool air flow into the Turbo by some 40%. Making the car more responsive & economic. Fitted in seconds & Pre-oiled.

Designed to increase horsepower and acceleration while providing excellent filtration
The World’s Best Air Filter
High Air Flow with Excellent Filtration
Washable and Reusable
Will NOT Void Vehicle Warranty

Lasts up to 50,000 miles before cleaning is required depending on driving conditions
K&N Million Mile Limited Warranty®





For over 35 years K&N manufactured serious air filters completely unlike traditional disposable filters. The air filter is designed to achieve high, virtually unrestricted air flow while maintaining filtration levels critical to ensure long engine life.

The secret to their success lies in the unique characteristics of our filter medium that was originally developed by K&N all those years ago in the dust, sweat and tears of desert motocross racing. They just wanted to win races and stumbled on a cotton filtration technology destined to be great. There high flow cotton gauze air filter is washable, reusable and built to last for the life of an automotive engine. The filters consist of four to six sheets of cotton gauze layered between two sheets of aluminum wire mesh.

This media is then pleated and oiled to enhance its filtering capabilities and overall performance. The result is an air filter that allows dramatically more air into an engine, is washable and reusable, and will protect your engine for the life of your vehicle.




Price around £45 + P&P direct from K&N Filters

Send all product or distribution related inquiries to: uk.sales@knfilters.com

Phone: +44 (0) 1925-636950   Fax: +44 (0) 1925-418948

The part number is AP-3202 and is only available direct from K&N.

K&N Filters (Europe) Ltd. 
John Street
, Warrington, Cheshire
, United Kingdom, WA2 7UB

For more info go to: www.knfilters.com & for all your questions see: www.knfilters.com/faq.htm

Mention the “02 Register & Web Site” to ensure you get the correct filter.