The Depth of Speed is a burgeoning automotive series that document the greatest stories from the automotive world. In episode three they turn to the BMW 2002. It’s a great look at the passion and enthusiasm that the 2002 fosters.

We like to think of our reviews as some of the better ones out there in the enthusiast oriented press. However they clearly pale in comparison to the greats. And one of the greatest in our opinion is the recently deceased David E. Davis.

Perhaps uncoincidentally his most well known, loved and respected review of all time is arguably his BMW 2002 review from April’s 1968 Car & Driver. “Turn Your Hymnals to 2002″ was one of the first American accounts of the BMW that changed the automotive landscape. But it’s not just the timeliness of the review but the way it truly transported you through prose to a time, place and state of mind.

To give you an idea of the power of this review, it was this piece that ultimately led to a ground swell of grass-roots support that saw my father buy a 2002 in the early 70′s. It was then that car that gave me the BMW bug when I was a small boy in the early 80′s. And I can only imagine countless readers have similar stories. But enough of that, let’s check out the review. Here are a few excerpts for you to judge for yourself:

As I sit here, fresh from the elegant embrace of BMW’s new 2002, it occurs to me that something between nine and ten million Americans are going to make a terrible mistake this year.

…So far as I’m concerned, to hell with all of ‘em. If they’re content to remain in the automotive dark, let them. I know about the BMW 2002, and I suspect enthusiasts will buy as many as those pink-cheeked Bavarians in their leather pants and mountain-climbing shoes would like to build and ship over here. Something between nine and ten million squares will miss out on this neat little 2-door sedan with all the cojones and brio and elan of cars twice its size and four times its price, but some ten thousand keen types will buy them in 1968, so the majority loses for once.

Depress the clutch. Easy. Like there was no spring. Snick. First gear. Remove weight of left foot from clutch. Place weight of right foot on accelerator. The minute it starts moving, you know that Fangio and Moss and Tony Brooks and all those other big racing studs retired only because the feared that someday you’d have one of these, and when that day came, you’d be indomitable. They were right. You are indomitable.

I’m not going to use this time to try to equate the 2002 to any modern BMW. There were and are some great cars that wear the Roundel but perhaps none quite captured the pioneering spirit of the 2002. And no one quite captured the essence of the car and the flag of revolution it was about to unfurl than David E. Davis.

You can read the entire original review here. And for a full retrospective on David E. Davis head over to Car & Driver.

I’ve been a BMW enthusiast since I could talk. My dad’s 2002 did it to me. Some of my first memories were of me helping him with the hood up in our driveway. Ok, maybe not the best picture of BMW reliability but in my 3 year old mind this was what cars where. But oddly when he sold it (I was seven) I had this feeling of regret. It defined him as an enthusiast in my mind. Someone who had owned Detroit muscle and yet had the foresight to think differently.

These days BMW as a brand is too omnipresent to be categorized under thinking different. Yet among enthusiasts there is still a badge of honor associated with buying the right BMW. And that brings me to the 1M. I have wanted a 1M for as long as I can remember. Ok let me explain. I’ve owned a half dozen 3 series (five of which were gently used) and know in embarrassing detail the entire history of the small BMW. Yet as the brand and the 3er grew I found myself looking elsewhere for that experience. Enter the MINI. I owned three during the 2000′s and in many ways they were my 2002. They embodied what BMW meant to my dad in a way a modern BMW never could achieve. At least from the factory.

Then something happened that changed everything. BMW announced the 1 Series. First came the 120i and 120d. Of course living in the US Gran Turismo and trips to Europe were the only ways I could experience the car. And lets be honest, with five doors and a lowly four cylinder non turbocharged engine, the first 1 Series was anything but special. Yet, I saw something that moved me. A small rear wheel drive BMW that harkened back to the E30 or even 2002.

If only they made something like a tii I thought. Then came the 125i. Followed closely by the 130i. Then finally BMW brought out the Coupe. It had been rumored for years but when it finally debuted I was in love. Finally, BMW did one better and released 135i. The tii for the 2000s one could argue. On the press drive I called it more enjoyable than the M3. It was to me and I loved it. Yet there were flaws. A suspension that wallowed when pushed and power delivery that desperately needed an LSD. In short it needed the M brand’s attention. At that point I made a promise to myself to wait to only buy a 1 Series if it was transformed by the M Division. I sat patiently and put myself on the list (which I essentially created) at my dealer. It was February 2008.

Fast forward to 2010 and I’m at Road America and talking to Dr. Kay Segler about the new 1M. I’m among the first journalists in the world to see it on US soil (granted it’s just the front fender). I tell him a few moments later that I’m buying this car. A good laugh ensues (you can watch the video of this moment here) but I’m clearly serious.

In February 2011 BMWNA released full specification, pricing and dealer allocations. I find out my life-long quest for this car (ok technically four years) has another six month wait. Yes, I have the dreaded September build-date. My mistake? Being loyal to a small dealer North of Chicago who only ended up getting two cars through BMWNA’s complex allocation process. I had known for some time that there was a chance of this happening but I just couldn’t bring myself to do business with another dealer after such a long personal relationship.

Unfair. Absolutely. Am I upset. A little. Does it change my desire for the 1M. Not really. But that doesn’t mean there aren’t other viable options. In truth There are three other cars out there that I’ve lusted after for awhile.

I’m going to gloss right over the first by just mentioning the letters 997. There will be a time for a P-car. Now is not the time.

Then there’s the Z4 M Coupe. It’s no clown-shoe (the Z3 M Coupe) but it’s prettier and packaged in all the ways that I love. And it’s got the best bits of what will become known as BMW’s post classic period. From the CSL brakes the best engine ever under the propeller logo, the Z4 M Coupe is the quintessential M car. The big minus is that it houses only two seats. It’s simply not feasible considering the two most important things in my life need rear seats to enjoy their dad’s Sunday drives.

Enter the E46 M3 Competition package. CSL brakes and all the tastiest bits of the time-period. This is the true predecessor to the 1M and a car I was moments away from buying last year. But in the end it’s not small and lightweight enough. But more importantly it’s not special enough.

I want the E30 M3 of my generation. I want something that will define my generation of BMW enthusiast. I want the 1M.

GQ columnist (and one of this authors favorite authors) Jamie Kitman recently wrote a piece on what he has termed the ‘slow-car movement’. It’s an idea that takes some of the principles of the slow food movement and translates them into what many of us have been doing for years; driving our asses off in well worn (barely) vintage cars. It’s a simple concept and one I can articulate very well within my own garage.

Compare my ’88 535is to the new 535i for instance. Even with a manual and sports package the modern 5er doesn’t stand a chance in getting my attention if I want to actually drive. But if I simply want to be transported in effortless style with technology catering to my every whim I’d choose the 2011 5 Series. The difference comes down to involvement in the car and in the process of driving. There is little question that the new 5 Series is faster in every way imaginable. It’s safer, it stops better (way better) and will carry four in a level of comfort not even imagined in 1988. It is a better car in all the modern ways of measuring success.

The ’88 has one huge thing going for it. Feel. It’s the thing that Dr. Kay Segler talked about at the introduction of the 1M and it’s the attribute that so many modern cars have lost in the name of comfort, isolation and efficiency.

Yes, but doesn’t the E90 M3 have feel? It has some along with amazing control and precision. But it also has performance levels that are so high you have to be in triple digits just to make things really interesting. It’s a great car. Some would argue too good to have fun within the limits of everyday life (not to mention the law). An E30 on the other hand can get interesting pretty quickly at nothing more than 20 mph. Add in a touch of moisture on the tarmac and some modest tires and things can get downright hoon-like.

Yes the slow car movement is growing. It’s a natural outgrowth of the further refinement of the automobile, regulations and increased social responsibility foist upon us all.

Many of us want something raw. Something that feels as exciting as it looks and at speeds that we can live with. For me the answer comes in the form of my (new to me) E28. For you it may be an E36 M3, E30 or even a 2002tii. Regardless, I can assure you the reward is far greater than the sum of the old parts.

With the introduction of the 1 Series coupe and convertible BMW has gone retro, at least in marketing. At releases they have mentioned comparisons to the 2002, had them present for the viewing public and have even named a concept with the suffix tii. So what is the reason for all this? Is it to feed the publics’ love of nostalgia in order to sell more cars? Is it simply BMW going back to their origins and what made people fall in love with the brand: a practical and sporty car?

That is for you to decide but here at Bimmerfile we thought we should give the 1972 2002tii an introduction to all those too young to have experienced the car in its hay-day or for those of you that wish you had never sold yours a trip down memory lane!

The 2002 model was introduced in 1968 to the US market after two years of sales within Europe. American car buyers viewed the car as roomy for a two-door, with a large trunk and that German engineered quality that we have come to love. Over 850,000 of the model were sold around the world until in 1977 the beloved 3er replaced it.

The original 2002 was carbureted and suffered from all the standard issues associated with them, a performance decrease being one of them. This all changed with the introduction of the tii in 1972. The tii featured a Kugelfischer mechanical fuel injection, a cast iron block and an aluminum head with a single overhead cam. Until 1974 enthusiasts could have purchased this version with its increased horsepower, drivability and efficiency for $4100.

With only 140 hp and 145 lbs. of torque (I say only because by today’s standards that is miniscule) the tii benefited from its superb handling and a lighter weight (2225 lbs). BMW accomplished this by designing a rigid monocoque chassis that was the base for all other aspects. Steering utilized a rack-and-pinion setup, the car featured an almost unheard of (for the time period) independent rear suspension and the front featured MacPherson struts along with coil springs. Power front discs along with rear drums provided the braking grip. There was one transmission option, so take it or leave it; a four-speed manual that even included a third floor mounted pedal for the clutch.

The January 1972 issue of Motor Trend describes the tii as the most fun anyone has ever built into a car. They recorded the 0-60 time for it at 9.9 seconds and also stated it was the best small sedan in its class.

In late 2005 BMW Mobile Tradition had completed a project that took over 11 months… the team was busy at work building the very car that created the buzz behind the brand. The car that was practical for everyday, sophisticated and more importantly showed the public that there was more to sporty than 0 to 60 in a straight line; handling. They had built a new (old) 2002 tii in Inka Orange! Over 90% of the car was build from new old stock parts, with the remainder of it being built by parts the team created from original plans. All this work was completed in a glass workshop outside the Four-Cylinder Munich headquarters so that passersby could see what was going on.

The restoration car shows what an overwhelming difference the BMW of today has in terms of interior amenities from it. The interior from 1972 featured a no frills approach with none of today’s comforts. Power steering, power door locks or windows were not available (not to mention any of the other technologies we take for granted). Just a black instrument cluster (tach, speedo fuel and TEMP), a deep three-spoke wheel and some manually adjustable weaved black vinyl seats. Oh, and by-the-way they only adjust four ways!

The tii that Mobile Traditions recreated is something to be marveled. The car was built to factory specifications by a passionate team. They did it because they could and because of the memories it invokes, the car is a throwback to what BMW was and what they are trying to become again. It was a cue to what BMW had up its sleeve in the 135i: a practical car with sporting intentions.

For further reading I recommend an article in the January 2007 Roundel by Mike Self. He wrote about his experiences with this car. He and a few privileged others have had the opportunity to drive this new/old car and one thing they all have stated in common is that it made each of the smile from ear to ear! Motor Trend was also able to spend time with the car and they took it through the paces as well.

Research for this article was conducted using information from magazines, BMW press releases and archives. Further information was obtained from the web including the BMWCCA and Motor Trend websites. Pictures were also obtained from these sources.

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