If you own a 2002 Turbo send me a picture and your chassis number for the Turbo Technical Guide PDF.
BWM Group – 50 Years of the Turbo engine
Chris Barrie – Massive Engines featuring the 2002 Turbo and Braham Turbo F1 car
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


Turbo original sales brochure; Turbo brochure