Very Rare '67 Bmw 1600/2 Predecessor To Cult Classic Bmw 2002 2 Dr. Sports Sedan on 2040-cars
Conyers, Georgia, United States
Great cold compression tests: #1 => 125psi, #2 => 124psi, #3 => 127psi, #4 => 130psi.
Average is 126.5psi per cylinder! Starts quick, runs good! We were living in Georgetown, TX (just north of Austin) when I bought this 1967 BMW 1600-2 in 1997. The wheels were rare since they were 13"x6" with the correct offset to stuff the wheel well, so I figured that between the wheels, and other suspension parts such as Bilstein shocks and struts, and springs, it was worth the price. Since the springs are Eibach yellow, I assume they are Eibach. I also assume the front struts are Bilstein, but I have not taken the strut towers apart. The struts dampen bounces readily and cleanly. The '67 handles very well. Like an enclosed go-kart! As you can see in the pictures, all the serial numbers match and we have a clear title on the vehicle. After having the car brought home on a flatbed, I first had to get all the wheels unlocked due to rust on the rear brake drums, and frozen calipers and rusted discs on the front. Even the front rubber brake lines had collapsed and had to be replaced. They were functioning like a one-way valve and would lock the pads tight and not release. However, as I was crawling around on the car, I realized that structurally, it was perfect! No structural rust, no bends in the unibody, and most importantly, no sign of it ever being in a major accident. An excellent restoration candidate was my decision. The area of greatest concern for rust is proximate to the rear shock towers and the integrity of the pan between the rear wheelhouses. No rust there and the car is square! I have worked on and restored a number of BMW’s through the years. I did a Granada Red 1968 (titled as a '69) while I lived in Los Angeles in the '90's. I also did a 1972 red 2002 with in dash A/C, and a 1976 Jade Green. The '72 was for a friend so we only rebuilt the drive train with a mild cam upgrade and stereo'ed it. The '76 we still have and my wife loves to drive it. My prime BMW is now a Stage 3 suspension-ed '88 535is. When I finally got the '67's brakes working and the engine running, I went for a test drive, and the head cracked. The engine had set so long that the aluminum head had "thinned" due to antifreeze corrosion and when I stressed it just meekly driving only one day, it popped through and I limped home on 3 cylinders firing. Now 1600 heads were rare even 12+ years ago. So while I was tracking down a rebuilt head, I put several dozen hours porting to gasket, hogging and contouring both the exhaust and intake manifolds. Once I got the rebuilt head, since it was bare, I ported and contoured it, too. Many dozens of hours were spent doing that. I even hand sanded the essentially stock one-barrel carb to "smooth" the flow. To say this little 1.6L flows well, is an understatement. It twists up like a motorcycle engine and the exhaust manifold will go dark cherry red with heat. I replaced the original hood on the '67 with the hood off another old BMW. The '67's front left (driver's side) had been hit and pulled out "pretty good," but the hood was still ugly. As you can see in the pictures, the hood on it now is very square and looks good. At that time I had it painted. The front windshield is brand new and the rear window gasket is new. I special ordered the M series black beading that locks the window gaskets in place. The radiator is rebuilt. The ignition system has a centrifugal advance distributor and a Bosch blue ignition coil. The seats are Recaros, and you can see from the pictures that they need to be restored, but this would cost much less than what new ones would cost. The idler arm bushings have been renewed. (The squeak was so annoying!) The early 1600's did not have a heat shield and larger bushings that the later 2002's had. The original factory seatbelts have been replaced with later model 2002 shoulder/seat belts. The wheels have been professionally restored and look very good (see pictures). While in TX, I took all 4 in to have tires mounted. The tire technician cosmetically ruined one wheel when doing the dismount and mount. The shop couldn't deny the damage, but had to get all 4 restored so they would all match. I suspect all 4 wheels are worth an easy $250+ each, IF you can find them. All the front suspension is tight. All tie rods are tight. The lower ball joints are tight. The lower brake strut's rubber is solid. Both the upper strut bushings are good and smooth. All the rear rubber is solid. Both subframe rubber mount bushings and center differential rubber mount bushings are solid. Why is all the rubber in excellent condition? Because I installed new or near perfect used because I learned in my first BMW restoration that "correct" rubber in the drive train and suspension is Required to enable the Ultimate Driving Machine! BMW engineers pride themselves on using the compliance of rubber bushing to alter the suspension geometry depending on cruise, corner, stop or go quickly. They call this "elastic kinetic dynamics" if my memory holds true. So I have been very careful to first "tighten" the suspension and driveline. The guibo is good and so is the center support bearing. I put an Addco .875" front sway bar on it. There are not rear sway bars available for the "long neck" 4.11 rear ends in the 1600's. The upper strut bushings are pretty good and the tie rods, drag link, and lower ball joints are all tight. The steering box is tight, too. The car handles very well and is a real hoot to drive, even given its present "issues." The '67 deserves a better engine cradle. When I got the car the engine did not sit square in the engine compartment. Essentially the engine mount bracket by the steering sector was bent and the engine was rotated counterclockwise 5-8 degrees horizontally in the engine compartment. This is a weak link in all 1600/2002's. Generally that mount is reinforced to handle the torque spikes of shifting these engines at WOT. I did that on my '69 for the same reason. The bracket breaks not infrequently otherwise. What else is wrong with the car? One of the half shafts clumps. The sliding joint is bad (lumpy) and that needs to be replaced. Good ones can still be found in junkyards on most 1600's. Later model 2002's used constant velocity joints with the short neck rear end. The second gear synchronizer is slow, so the stock transmission needs to be rebuilt. And the clutch slips once the engine is warmed up in 2nd and 3rd gear. At about 50 or so, the vibration from the bad half shaft is pretty annoying. The ignition switch is worn out, so I replaced it with 3 toggle switches to start and run. As you can see, all these issues can be readily addressed in a home garage. The rocker panels (see pictures) have no dents and No rust that has penetrated. This is yet another reason why this '67 is an excellent restoration candidate. So far my research into this VIN#1526774 indicates that it was one of the 1000 imported by Max Hoffman in 1967. It has "tropical" tinted windows. It looks like a 6-volt system converted to a 12v. The brake booster is mounted low and forward, and not high on the firewall. (Despite that not being very elegant, it allows side-drafts to be "properly" installed.) The master brake cylinder is mounted low on the firewall and I have rebuilt it once. Low mounted master cylinders collect water from moisture in the lines and rust more often. The good news, and why I celebrate the early brake booster configuration, is that if one were to install side-draft Webers or Mikuni's on this high flow engine, the #4 velocity stack does not have to be cut down and a foam sock put over it to clear the later high mounted, brake booster and master cylinder. Therefore this very early 1600 is appropriate for restoration for vintage racing. Why am I selling this rare 1600? I was going on 50 years of age when I bought it. I turned 65 earlier this year, so wife says I need to de-clutter the backyard and garage a bit. This car makes this an excellent father and son project. The engine is "electronic-less," so setting points, timing, and carb jetting are traditional. Mechanically, BMW's are great to work on. BMW has virtually all mechanical and body trim parts still available from them. We have more pictures we can send any interested parties. Also, due to my years of involvement with 2002’s, I may have a few parts on hand, if needed, for this 1600 purchase. Sincerely, Martin Spencer BMW CCA #46971 Phone with any questions: M 404-819-8985 or M 404-543-8403 1967 if 1600/2 Parted Out: New windshield $125 Eibach springs $100 Bilstein shocks $50 Bilstein struts $75 Addco front sway bar $75 13"x6' wheels $500 Short block $300 Rebuilt head $350 Good starter $35 Good alternator $35 Good radiator $35 Tii distributor $75 Transmission $125 Recaro seats, used $250/pr Steering wheel $35 Tube front bumper $125 Rear HMSL $20 Front turn signals $75 Rear brake/turn signals $125 Horn $15 Wiper motor $25 Instrument cluster $125 Headlight switch $15 Steering box $75 |
BMW 2002 for Sale
Auto Services in Georgia
Young`s Upholstery & Seat Covers ★★★★★
Vic Williams Tire & Auto ★★★★★
United Auto Care ★★★★★
Unique Auto App ★★★★★
Ultimate Benz Service Center ★★★★★
Transmission For Less.Com ★★★★★
Auto blog
Mini nixes plans for 7-seater, Countryman to stay largest model
Sat, 08 Mar 2014Contrary to popular belief, it seems that Mini's growth plans do have a limit both in size and number of models. During the 2014 Geneva Motor Show, it unveiled the six-door Clubman concept (pictured above) that was 4.4-inches longer and about two-inches wider than even the current Countryman crossover. Mini design chief Anders Warming says that this is the new size limit for its models, and the BMW subsidiary isn't building a larger, seven-passenger vehicle above the current Countryman.
"We won't build anything bigger than the Countryman, not at this moment. You should be able to park a Mini in a city, so a Countryman or this new Clubman is as big as it should be," said Warming to Auto Express in Geneva. Rumors going back to last November, pegged the Mini as developing an even larger vehicle to take on mainstream CUVs.
While Warming is ruling out a bigger Minis for now, a smaller one like the Rocketman concept still might be in the cards. He said that the project has been warmly received but still had to be investigated because "it's a numbers game." So if bigger Minis aren't coming, there still might be a slim chance for a smaller one.
X4 launch to spearhead BMW crossover onslaught at NY Auto Show
Mon, 30 Dec 2013It's no secret that crossovers are one of the key vehicle types driving today's auto industry profits, and nowhere is that more true than among the world's luxury brands. BMW became one of the first players in the luxury CUV segment when it launched its original X5 in 1999, and buoyed by that model's runaway success, it followed up with the X3 in 2003, the X6 in 2008 and the X1 in 2009 (though the latter didn't make it to the US until late 2012). It's replaced the X5 twice since then and the X3 once, but the Bavarian automaker isn't about to let matters rest there.
First off, a production version of a new X4 model is expected at the New York Auto Show in April. The model was previously rumored to be earmarked for reveal a month earlier, but a new report from Autocar suggests that the previously mooted reveal date and location were inaccurate. The X4 is expected to apply the same controversial slant-back formula to the X3 that transformed the X5 into the X6, which will in turn lead to an update for the X3 as well.
But that's not all. Autocar also reports that before 2014 is out, BMW will unveil a revised X6 at the Moscow Motor Show in August, which will in turn be followed by upgraded versions of both the X6 M and X5 M. These high-performance crossovers are tipped to pack the same 4.4-liter twin-turbo V8 as the outgoing versions, albeit with higher outputs than the current models' 555 horsepower and 500 pound-feet of torque. All this, and they're still expected to simultaneously improve fuel consumption and emissions figures.
Recharge Wrap-up: BMW i3 goes against Mercedes B-Class ED, Tesla good for business
Wed, Sep 17 2014Car and Driver has published a comparison test pitting the 2014 BMW i3 against the 2014 Mercedes-Benz B-class Electric Drive. The test not only measured the quality of the driving experience, but also all the quantitative details that are especially important when looking at electric vehicles. For instance, the Benz's real-world MPGe surpassed its own rating, but it still couldn't match the BMW. The B-Class, though, won in the range department. We won't spoil all the results, or Car and Driver's overall pick, but you can head over to the article to find out for yourself. Tesla's expanding business, including the Gigafactory being built in Reno, NV, is encouraging growth in the locales and associated businesses. Some of Tesla's suppliers are talking of relocation, wanting to be close to the action stirred up by the electric automaker's expansion. It makes good business sense to be in the same neighborhood as Tesla. "We can react quickly, and our engineers are constantly working with Tesla," says Futuris General Manager Sam Coughlin. Brookings Institute fellow Jennifer Vey says, "The land around Tesla is being redeveloped and reimagined. It's a mash-up of an anchor campus, startups, housing and transit, in a physically compact area where companies can cluster and connect." Read more at San Jose Mercury News. EVs are doing even more to reduce energy use clean up the air, according to new analysis from the Union of Concerned Scientists. According to findings, 60 percent of Americans now live in areas where EVs do more to reduce emissions than hybrids, up from 45 percent in 2012. Average electricity use is now 0.325 kWh per mile, down five percent from 2011. EV performance - in terms of mileage and emissions - is improving compared to traditional fuel vehicles, based on the sources of electricity in various regions. Read more from the Union of Concerned Scientists. Zipcar's carsharing network has launched in Paris. Zipcar is expanding across Europe, and has already established itself in Austria, Spain and the UK. According to Zipcar France's General Manager Etienne Hermite, "In a highly populated city, Zipcar's model has been proven to remove up to 15 personally owned vehicles from the road for each Zipcar in service, reducing parking demand, congestion and emissions." Zipcar European President Massimo Marsili hopes that most Parisians will eventually be just a short walk from a Zipcar.