2002 Turbo on Ebay

[Syko]

Aren't these extremely rare?

http://cgi.ebay.com/ebaymotors/ws/eB...&category=6056

[xmdfmk7x]

Yeah, and in that color too. Looks sweet.

[Baer]

Look close. It has a european title.

I believe there are lass than 20 authentic 2002 Turbo's in the US and I believe that they are all whitein color.

[onebadm5]

Originally posted by ursanegro
Look close. It has a european title.

I believe there are lass than 20 authentic 2002 Turbo's in the US and I believe that they are all whitein color.

i've seen one or two polaris silver turbo's, but most of them were chamonix white.

[Dado]

Originally posted by Syko
[b] Aren't these extremely rare?

Yup, the price tag is a good indication too.

[Kevin]

love em!!! I saw one at Summit point a couple of years ago, I couldn't beleive my eyes....it was silver too

[capone28]

how fast are those things

[onebadm5]

Originally posted by capone28
how fast are those things

there was an article in roundel where they pitted a turbo against an e30 m3. The cars ran pretty close to each other. (m3 had more power, but the '02 was lighter)

Turbo or Twin Cam
By Kimber Hamlin
From BMW CCA Roundel November 1987

When King George III still ruled the land, Rip Van Winkle lived at
the foot of the Catskill Mountains. This simple, good-natured fellow
happened upon a band of gnome-like men. He sampled several servings of
their powerful (and delightful) brew. Rip fell asleep at the base of a
tree, not to awaken for twenty years. When he at last returned to his
village, much was changed. He was only history in the memory of a few
townsfolk. The Rip Van Winkle known by the people of the village was a
man twenty years younger-his son.

In 1970 when Richard Nixon was President, a young graduate student
went for a ride through the suburbs west of Boston in a "pocket
rocket": a heady sport sedan concocted by Bavarian elves. Over a
period of years he sampled a 2002, tii, and a (factory) turbo. The
simple good-natured lad stayed in the mid-seventies for more than a
decade, sampling the joys of driving and autocrossing his Bimmers. The
newer vehicles from Bavaria held no charm for him. Then a strange
distant voice sounded in his head. It repeated over and over . . . M3
. . . M3 . . . M3 . . .

*******
[ pictures ... ]
(Far left) Although the M3 appears to be shorter than the turbo, it is
both longer (5 inches) and wider (2.5 inches). The M3's flares and
aerodynamic changes are better integrated into the design. The stripes
rescue the turbo but it still looks like an after-market modified
design. The three piece 7 by 13 BBS wheels were added by the original
owner in Switzerland.

(Left) The flared fenders do more than make room for wider tires. They
change the character ot the cars. No longer a cute grocery getter,
they look more at home at the track.

*******

He awoke to find his beard turning gray, and his 2002 turbo turning
14 years old. The seventies were gone. The familiar pocket rocket from
Bavaria had changed. The ultimate 2002 had become vintage history-
replaced by its son . . . M3.

This Rip Van Winkle syndrome struck me when I finally drove an M3.
Although I had read everything I could find about this new performance
sedan, the test drive provided by Tulley BMW of Nashua, New Hampshire,
left me bewildered. As I looked over the aggressive cafe-racer
exterior, I was intimidated by tbis expensive homologation special.
When I slid into the comfortable confines behind the leather steering
wheel, that uneasy feeling left. I remembered a lovely 325es which I
had driven while instructing at Watkins Glen. Starting the engine did
not change that impression. Sure, the 2.3 liter four is not a silky
six . . . but it started immediately and idled smoothly. Driving
through town changed nothing. The M3 pulled smoothly from low RPMs to
the mid range with little hint of the power I had excpected.

Even the dash up the ramp to the highway left me wondering when the
ferocious side of M3 would show. As I came up behind some slower
traffic blocking the left lane, I applied the brakes. Not enough to
use the ABS, but enough to be impressed with the lack of dive. While
caught behind this left-lane bandit, I looked at the speedometer to
see he was going nearly eighty! Confusing. How fast had I been going?
There were no clues . . . no wind noise . . . no buzz from the
oversized four banger. Taking the next exit, a decreasing radius
sweeper, I found my speed too conservative to be any fun. Down to
third, full throttle, initial understeer changes into oversteer, and a
grin spreads across my face.

Try another ramp. Watch the speedometer. As the Pirellis begin to
talk, lift abruptly off the throttle . . . the nose tucks in to the
apex. Just for fun, hard on the brakes while still cornering . . . no
drama, just quick deceleration and a strange pulsating in the middle
pedal. Confusion again. Nothing indicates anything but a Sunday drive.
No hot smells or gauges in the red. Just motor quietly back to the
dealer.

Perhaps M3 stands for Muted Mixed Messages. This car, much like the
944S, seems to do everything well. It can be driven close to the limit
for long periods of time without being tiring. The suspension is firm,
but not harsh. It is solid, luxurious, supple, quiet, smooth,
insulating . . . COMPETENT. Still . . .

Getting back into my turbo, some of the confusion begins to clear. It
is noisier than I remember. The unassisted steering is heavy and
transmits every road irregularity. Bog slow off the line, it begins to
whistle and sing as the boost builds. The drivetrain noises provide
sufficient music to make the stereo unnecessary except in traffic or
on long trips. Acceleration above 4,000 RPMs is a rush.

My mind drifts back to warmer weather and days spent at driving
schools and autocrosses. The turbo was more at home there. In slow
corners the turbo boost could strike hard enough to give gobs of
oversteer, but once into third gear, the Comp T/A Rs were more than
adequate to keep the rear end in line. In fact at high speed courses
like the Glen, it doesn't drive like a turbo car at all. It feels just
like a 2002 ought to feel . . . only more so.

But the turbo doesn't just give, it also demands your attention. Turn
on the heater to get extra cooling for the engine. Watch the
instruments: especially the exhaust temperature gauge. Don't let it
climb over 1700 degrees or you risk melt-down. When you exit the
track, idle the engine for five minutes or more to let things cool
down. In these, and other ways, the turbo requires your attention. It
is not an appliance which can be mindlessly used.


*******
[pictures]

Both engines are unique versions ot the same four cylinder design that
spawned BMW's most successful race engines Turbocharged or twin cam,
horsepower is their forte Both can be easily modlified into potent
race engines.
*******


Technology has come a long way in 14 years! So has BMW. The clock
says the M3 is as quick as my turbo. The seat of my pants says it's
not as much fun. For me the difference is involvement. In the M3 I
feel isolated from what is happening. Power steering, ABS brake, sound
deadening, etc. All these things make the M3 a better car; but for me,
the 2002 turbo is a better toy.

I guess this says more about me, than the Bimrners. Different strokes
for different folks. What a great choice! Motorcycle vs. car. Open
wheel formula car vs. closed wheels and cockpit. Even 320i (318, or
325) vs. 2002. We get to decide what we want from our car, and then
can buy accordingly. Rational well-heeled enthusiasts should
definitely take a drive in an M3. "Sick-dog" racers, and those who
can't afford an M car, don't be envious . . . they aren't the only fun
BMWs.

Kimber Hamlin is a long-time BMW CCA member, enthusiast, autocross
trophy winner and driver school instructor. A member of the Boston
Chapter, he lives in Windham, NH.

************************************************** ******
COMPARISON TABLE

PERFORMANCE 2002 TURBO M3
0-30 3.0sec. 2.4sec.
0-60 7.2 sec. 7.1 sec.
0-100 20.7 sec. 19.6 sec.
Quarter Mile E.T. 15.9 sec. 15.3 sec.
Quarter Mile Speed 91 MPH. 91 MPH

MAXIMUM SPEEDS in Miles Per Hour (Revolutions Per Minute)
GEAR 5 130 (6400) 143 (6800)
GEAR 4 102 (6400) 122 (7250)
GEAR 3 80 (6400) 87 (7250)
GEAR 2 60 (6400) 56 (7250)
GEAR 1 37(6400) 32 (7250)

DIMENSIONS
Length 166 in. 171 in.
Width 63.5 in. 66 in.
\Nheel Base 101 in. 101 in.
Track-Front 53.7 in. 55.6 in.
Track-Rear 53.1 in. 56.4 in.
Height 55 in. 54 in.
Ground Clearance 6.5 in. 5.0 in.
Weight 2430 Ibs. 2865 Ibs.
distribution (F/R) 55% / 45% 53% / 47%

ENGINE
Type in-line 4 cyl. in-line 4 cyl.
Displacement 1990 cc 2302 cc
Cams 1 2
Valves 8 16
Horsepower 170 @ 5800 rpm 192 @ 6750 rpm
Torque 173 @ 4000 rpm 170 @ 4750 rpm

BRAKES
Front 10 in. vented disc 11 in. vented disc
Rear 9.8 in. drum 11 in. disc
Swept Area 244 sq. in./ton 242 sq. in./ton