bmw 2002 safari

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The BMW 2002: Rediscovering the Magic that Made It an Icon

We strap into an original 2002, the progenitor of the sports sedan.

From the December 2017 issue of Car and Driver.

Back then, of course, no one could know that the 2002 would give rise to the enthusiast-oriented vehicles that flourish to this day. We certainly didn’t know that the 2002 and the 3-series it begat would win 23 10Best awards. Or that the 2002’s popularity would lead BMW to cultivate, own, and then walk slowly away from the Ultimate Driving Machine ethos. We only knew that it was a breakthrough—and that it was our job to tell car lovers about it.

Though the 2002 was as Germanic as sauerbraten, it actually had something in common with ’60s American muscle cars: It followed the same big-engine-in-a-small-car formula. The difference was a matter of scale. The car that BMW started with, the 1600, was a diminutive, boxy two-door rear-driver that weighed 2010 pounds. It was powered by a spunky 96-hp 1.6-liter inline-four, and it could run about 100 mph flat-out on the autobahn.

To create the 2002—the name stands for “two-liter, two-door sedan”—BMW stuffed its 113-hp 2.0-liter inline-four under the 1600’s clamshell hood. That was still a minuscule amount of power in 1968 America. But what the little Bimmer lacked in tire-smoking acceleration—it hit 60 mph in 9.6 seconds in C/D testing—it made up for elsewhere.

The 2002 educated a generation of enthusiasts about the sublime calculus of Teutonic ride and handling. Supple, long-travel suspension (independent at the rear), communicative manual steering, and grippy radial tires made it a revelation on two-lane roads. David E. wrote that he quickly learned “not to tangle with the kids in their big hot Mothers with the 500-hp engines, unless I can get them into a tight place demanding agility, brakes, and the raw courage that is built into the BMW driver’s seat as a no-cost extra.” The 2002 was priced right, too—about as much as a Chevy Impala—and beautifully assembled.

And when C/D anointed the 2002 as The One, enthusiasts responded. I know because I was one of them. Four years after our original 2002 story ran, I found myself behind the wheel of my own—the high-performance, 140-hp fuel-injected tii version—harassing sports cars such as Triumph TR3s, MGBs, and Alfa Spiders on the roads of Massachusetts. My 2002 was everything C/D said it would be and more.

At a time when four-cylinder engines sounded as if they were grinding meat, the 2002’s overhead-cam four was sewing-machine smooth. My tii, similar to the one we drove and photographed for this story, flowed over lumpy western Massachusetts two-lanes at speeds that would have bucked my old Pontiac GTO into the trees. Interstate blasts were a pleasure, tracking true at 90 mph with 25 mph in reserve. The German magazine Auto Bild reportedly nicknamed the 2002 the Flüstern Bombe , which meant whispering bomb, and it was easy to see why.

In those days, 2002 ownership granted you instant membership into an automotive cult of informed insiders who reveled in the car’s autobahn-bred driving experience. We flashed our high-beams at one another. We shared our experiences at BMW Car Club of America meetings. Early 2002 adopters became the core of the growing BMW brand, singing the praises of their little rockets and encouraging ­others to give them a try.

The 2002’s legacy is alive in the sports sedans that followed in its tracks, including the 17 current competitors to the BMW 3-series sedan and 4-series coupe, direct descendants of the 2002. Beyond that are all the hot hatchbacks, sedans, and even SUVs and crossovers inspired by the little BMW’s breakthrough blueprint.

Back in 1968, though, there was nothing quite like the plain, slab-sided coupe with the heart of a sports car. The 2002 was the first of its kind.

Now if you will, please turn your hymnals, once again, to 2002.

Specifications

SPECIFICATIONS

1972 BMW 2002tii* Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe

PRICE AS TESTED N/A (base price: $4286)

ENGINE TYPE SOHC 8-valve inline-4, iron block and aluminum head, port fuel injection Displacement: 121 in 3 , 1990 cm 3 Power: 140 hp @ 5800 rpm** Torque: 130 lb-ft @ 4500 rpm**

TRANSMISSION 4-speed manual

DIMENSIONS Wheelbase: 98.4 in Length: 166.5 in Width: 62.6 in Height: 55.5 in Trunk volume: 10 ft 3 Curb weight: 2290 lb

C/D TEST RESULTS Zero to 60 mph: 9.0 sec Standing ¼-mile: 16.8 sec @ 81 mph Top speed (drag limited): 115 mph Braking, 80-0 mph: 285 ft Roadholding, 200-ft-dia skidpad: 0.76 g

FUEL ECONOMY C/D observed: 20-23 mpg *Specs and results, February 1972. **SAE gross.

C/D TESTING EXPLAINED

Rich Ceppos has evaluated automobiles and automotive technology during a career that has encompassed 10 years at General Motors, two stints at Car and Driver totaling 20 years, and thousands of miles logged in racing cars. He was in music school when he realized what he really wanted to do in life and, somehow, it's worked out. In between his two C/D postings he served as executive editor of Automobile Magazine ; was an executive vice president at Campbell Marketing & Communications; worked in GM's product-development area; and became publisher of Autoweek . He has raced continuously since college, held SCCA and IMSA pro racing licenses, and has competed in the 24 Hours of Daytona. He currently ministers to a 1999 Miata, and he appreciates that none of his younger colleagues have yet uttered "Okay, Boomer" when he tells one of his stories about the crazy old days at C/D .

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BMW 2002 (1968 to 1976)

Launched in 1968, the BMW 2002 came to exist through a serendipitous realization of two senior BMW staff. The head of product development and the designer of the famous BMW M10 engine realized they had both installed a two liter engine in their personal 1600-2 cars. Upon realizing this, they petitioned BMW to create a 2.0L version of the 02 Series. The BMW 2002 was initially available in two states of tune: the single carburetor 2002 , and the twin carburetor 2002ti . Later notable variants included the 2002tii , as well as the legendary 2002 Turbo . Due to the popularity of the 2002, it was commonly converted into Race Cars .

Q: What is the top sale price of a BMW 2002?

A: The top sale price was $220,002 for a 1974 BMW 2002 Turbo 5-Speed on Nov 8 2023.

Q: What is the lowest sale price of a BMW 2002?

A: The lowest recorded sale price was $1,750 for a 1976 BMW 2002 Project on Jun 18 2023.

Q: What is the average sale price of a BMW 2002?

A: The average price of a BMW 2002 is $32,424.

Model years for BMW 2002 (1968 to 1976)

Showing 24 of 867 related listings

1974 BMW 2002TII

Lot 2782199: 1974 BMW 2002TII

• 54,560 mi TMU
• Location: Pasadena, California, USA
• Originality: Modified  Vehicles with a period-correct engine and body, with multiple removable modifications, or a few significant modifications such as increased displacement, added performance equipment (turbo, supercharger, headers), transmission swaps, bumpers, or body wraps. Modified vehicles can generally be returned to original factory specifications.
• Transmission: Manual
• Driver side: LHD

1973 BMW 2002 tii

Lot 2dfd: 1973 bmw 2002 tii.

• 68,493 mi TMU
• Location: AND
• Originality: N/A  Due to the nature of this vehicle type, a consistent and accurate judgment on Originality is not feasible.

1973 BMW 2002 4-Speed

Lot 143545: 1973 bmw 2002 4-speed.

• 48,000 mi TMU
• Location: Sacramento, California, USA

1972 BMW 2002

• 9,192 mi TMU
• Location: City of Lockport, New York, USA
• Originality: Original & Highly Original  Vehicles that are original or close to original factory specifications, irrespective of condition. May include vehicles that have minor, removable modifications such as aftermarket wheels, exhaust, or accessories such as cargo/roof rack, stereos, etc.

1976 BMW 2002 4-Speed

Lot 143883: 1976 bmw 2002 4-speed.

• 59,000 mi TMU
• Location: Charleston, South Carolina, USA

1973 BMW 2002 Roadster - Custom

Lot 16576-pc: 1973 bmw 2002 roadster - custom.

• 84,000 mi TMU
• Location: Fort Lauderdale, Florida, USA
• Originality: Custom  Highly modified and/or Restored vehicles with uprated, non-period correct engine swaps, or engines from outside the original manufacturer, and/or vehicles with significant body customizations or conversions. Generally, Custom vehicles cannot be easily returned to their original factory specifications.

1972 BMW 2002TII

Lot 2705: 1972 bmw 2002tii.

• 29,000 km (18,020 mi) TMU
• Location: Fort Lauderdale, FL, USA

1974 BMW 2002

Lot 16445-pc: 1974 bmw 2002.

• 12,403 mi TMU
• Location: Pomona, California, USA

Lot 16714-PC: 1974 BMW 2002TII

1976 BMW 2002 Sunroof Coupe

Lot 15069-pc: 1976 bmw 2002 sunroof coupe.

• 87,180 mi TMU
• Location: Elyria, Ohio, USA
• Originality: Project  Vehicles that are partially operable, inoperable, disassembled, or incomplete that require meaningful repairs to return to road worthy condition.

1973 BMW 2002

Lot 27523: 1973 bmw 2002.

• 6,426 mi TMU
• Location: Maidstone, GBR
• Driver side: RHD

Lot 143046: 1976 BMW 2002 4-Speed

• 27,000 mi TMU
• Location: Portland, Oregon, USA

1970 BMW 2002 4-Speed

Lot 142272: 1970 bmw 2002 4-speed.

• 30,000 mi TMU
• Location: Lincoln County, Oregon, USA

Lot 143088: 1974 BMW 2002TII

• 19,000 mi TMU
• Location: Encinitas, California, USA

1975 BMW 2002

Lot 7782-atl: 1975 bmw 2002.

• 11,055 mi TMU
• Location: Douglas County, Georgia, USA

1971 BMW 2002

Lot a1df: 1971 bmw 2002.

• 66,878 mi TMU
• Location: Oxfordshire, GBR

Lot 141694: 1974 BMW 2002

• 56,000 mi TMU
• Location: Knoxville, Tennessee, USA

1973 BMW 2002 tii Touring

Lot 73343717: 1973 bmw 2002 tii touring.

• 44,627 km (27,730 mi) TMU
• Location: ITA

1973 BMW 2002 5-Speed

Lot 5762136059: 1973 bmw 2002 5-speed.

• 80,000 mi TMU

Lot 17068-PC: 1974 BMW 2002TII

• 56,557 mi TMU
• Location: Nashua, New Hampshire, USA

1972 BMW 2002 Touring

Lot 69765321: 1972 bmw 2002 touring.

• 55,412 km (34,431 mi) TMU
• Location: NLD
• Transmission: Automatic

Lot 141470: 1973 BMW 2002 5-Speed

1976 BMW 2002

Lot 7656-atl: 1976 bmw 2002.

• 9,941 mi TMU
• Location: Lithia Springs, GA, USA

Lot 17068: 1974 BMW 2002TII

Markets related to the bmw 2002..

Would you ever “Safari” a BMW?

Home » Would you ever “Safari” a BMW?

Nico DeMattia

July 14, 2018 / 2 minutes read

If you don’t already know, there’s a large culture in the Porsche enthusiast community that likes to “Safari” old 911s. A Safari Porsche 911 is essentially a jacked-up, off-road-ready 911 with big, meaty tires, a roof box, roof and hood-mounted lights and a killer attitude. Personally, I love Safari Porsches and think that they’re cool. But there aren’t a lot of other cars that get the same “Safari” treatment. Would you ever consider a Safari BMW?

To be honest, there’s good reason that people make Safari 911s. Their rear-engine layouts, combined with air-cooled engines and near bulletproof reliability make old 911s perfect for rugged, rally, off-road type sports cars. But a BMW, with its front-engine, rear-drive layout? I don’t know. Could be fun.

We’ve seen a ton of rally-spec BMWs before, so it’s certainly possible to have fun in an old Bimmer when the roads turn to dirt, mud and snow. But making a true Safari BMW might be a bit different and I’ve never actually seen one. So it might be a bit interesting to try and come up with an idea for one.

For starters, I nominate the E30 BMW 3 Series Coupe. It’s lightweight, small, rugged and dependable. It’s also typically the choice for rally-spec BMWs. Make it a BMW 325is , too, so it get sthe big straight-six up front and a limited-slip differential out back. Then jack it up on some adjustable coilovers, stick some big knobby tires on it and fit a cool roof box with some lights. That sounds like a pretty fun little experiment.

I could have gone with the 325ix , due to its all-wheel drive system. But what fun is that? Rear-wheel drive means many more skids and that seems fun. Plus, most, if not all, Safari 911s are rear-drive (though, the do have the benefit of rear-engine/rear-drive grip).

So what do you think? Would a Safari BMW be any fun and if you think so, which Bimmer would you use to make one?

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Consumer Reviews for the GMC   Safari

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• 2002 GMC Safari

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2002 GMC Safari review: Our expert's take

Vehicle Overview Like the similar Chevrolet Astro, the Safari is GMC’s long-lived midsize van. Both vehicles were introduced back in 1985 as GM’s response to the debut of Chrysler’s front-wheel-drive minivans a year earlier. The truck-based Safari remains available in passenger and cargo-carrying versions, in SLE and upscale SLT trim levels and with either rear-wheel drive or all-wheel drive. Chevrolet also offers the front-drive Venture minivan, but GMC has nothing smaller than the Safari.

For 2002, the Safari’s 4.3-liter V-6 engine has gained a new multipoint fuel injection system and lost its exhaust gas recirculation system. A rear heater, gray cloth seats and remote keyless entry are now available for cargo versions.

GMC sells far fewer Safaris than Chevrolet does with its Astro, but GMC fans tend to be loyal to the brand. Sales dropped dramatically in 2001 to just 18,533 units — a decrease of 43 percent.

Exterior All Safaris ride a 111.2-inch wheelbase and measure 189.8 inches long overall — the same size as the Astro. A regular-length Dodge Caravan is nearly as long as the Safari, while the Dodge Grand Caravan measures 11 inches longer. But at just under 75 inches high, the Safari is 6 inches taller than either Caravan model.

A sliding door is installed only on the passenger side of the Safari. Side-hinged, swing-open cargo doors at the rear are standard. Rear “Dutch” doors, which are standard on the passenger-carrying SLT and optional on the SLE edition, consist of a swing-up rear window on top and twin, swing-out, half-height doors below. A rear defogger is included with the Dutch-door arrangement.

Interior Eight-passenger seating is standard in the SLE and SLT. Rear occupants get a pair of three-passenger benches in the SLE, while the step-up SLT edition is equipped with split-back bench seats with folding armrests and a center console. An optional seven-passenger configuration for the SLT puts two second-row buckets in place of the bench, and a bench seat at the rear. The Safari offers 170.4 cubic feet of cargo space with the second- and third-row seats removed.

All versions have power windows, door locks and mirrors, as well as a tilt steering wheel and cruise control. Vans equipped with automatic power door locks also have remote keyless entry. The SLT adds aluminum wheels, as well as such convenience features as rear air conditioning and a six-way power driver’s seat.

Under the Hood All Safaris carry a 190-horsepower, 4.3-liter Vortec V-6 engine that mates with a four-speed-automatic transmission. A Tow/Haul mode in the transmission promises the best shift points when hauling heavy goods or towing a trailer or boat. Safaris have payload ratings between 1,527 and 1,677 pounds, which depends on the model. Towing capacities range from 5,200 to 5,800 pounds.

Optional AWD ordinarily sends full engine power to the back wheels. When the wheels begin to slip, the system automatically delivers power to the front wheels until the Safari is able to regain traction. Antilock brakes and daytime running lights are standard. Side-impact airbags are not available.

Driving Impressions Because of their size and configuration, the Safari/Astro duo occupies a distinctive niche in the minivan market. Evaluated by size and overall driving feel, the Safari and Astro look and behave more like a scaled-down GMC Savana or Chevrolet Express full-size van than front-drive minivans. Despite recent refinements and a healthy helping of comfort and convenience features, their RWD or AWD layouts inevitably produce more of a trucklike sensation than you’d experience in a front-drive minivan.

For burly hauling capacity and a spacious cargo hold, the Safari serves as a useful compromise. But for everyday driving, most people would be more at ease in a conventional, front-drive minivan.

Consumer reviews

• Comfort 4.5
• Interior 5.0
• Performance 5.0
• Exterior 5.0
• Reliability 5.0

Most recent consumer reviews

Wish gmc would make this model again.

This is the 3rd Safari I have owned. I need a van bigger than today's current mini vans, but not as big as a full size van. The new "city" model vans still do not have the width in cargo space, nor length. The truck frame is solid, and the engine strong. So many of new vehicles today have a seat design that is pretty much in the shape of the letter "C" giving no lumbar support and forcing the neck forward in an unnatural position. Uncomfortable to say the least! This GMC has a solid drivers seat with lumbar support adjustment even in the basic models. Why have ai bought 3? My second one was rear-ended while I was stopped, and the driver of the other car hit me at 60 miles an hour. I'm still here to talk about it, and so is my dog! Thank you GMC! Make them again!!!

• Comfort 5.0
• Purchased a Used car
• Used for Commuting
• Does recommend this car

rate beauty

This is my 3rd Safari, they are such a great van. Does triple duty as family van, camping van, work van. Easily loads a 4x8, or the soccer team.

• Comfort 4.0
• Used for Having fun

Have questions about warranties or CPO programs?

All model years for the GMC Safari

• 2005 GMC Safari
• 2004 GMC Safari
• 2003 GMC Safari
• 2001 GMC Safari
• 2000 GMC Safari
• 1999 GMC Safari
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Bmw motorrad has had a successful superpole at “moscow raceway”, chaz davies finished second and team-mate marco melandri finished fifth..

First and second row: the BMW Motorrad GoldBet SBK Team has had a successful Superpole at “Moscow Raceway” (RUS). Factory rider Chaz Davies (GBR) claimed his best ever qualifying result in the FIM Superbike World Championship.

Photo by: Dave Dyer

During the free practice session in the early afternoon it started to rain again, so the track action was pretty limited. But then conditions bettered and for the Superpole, it was dry.

At the beginning of Superpole 1, both Chaz and Marco did two laps on race tyres and then returned to the garage, having comfortably qualified for the second part. In Superpole 2, Chaz again started with a race tyre, then he came to the pitlane to change to his first qualifying tyre.

With this, Chaz put in the second fastest time and progressed easily to the final session. Marco meanwhile started Superpole 2 with his first qualifying tyre. He returned to the garage, but to be on the safe side, he went out for another attempt with his second qualifying tyre with two and a half minutes to go. He set the fourth fastest time.

In the final and deciding Superpole 3, Chaz began with his second qualifying tyre and was temporarily fastest. In the end he slipped back to second when Davide Giugliano (ITA) set a better time to secure pole position. Marco did two outings in Superpole 3 with the qualifying tyres he had already used in the second part. Thus, he set the fifth fastest time.

Chaz Davies (Fastest lap Qualifying Practices: 1:36.303 min, P10 / Fastest lap FP: 1:37.072 min, P4 / Fastest lap Superpole 3: 1:34.833 min, P2): “I am very happy. The result confirms the steps that we have taken all weekend have been right. We made the turning a little bit better and now I feel like I can actually force the front to turn rather than the bike deciding where it wants to go. We made some changes that have really helped.

I felt that I did not make the best lap, I lost a couple of tenths here and there, maybe enough to keep me off from pole but to get there you have to put it all together and I did not. But still I am very satisfied with the front row and am looking forward to the races.

I think it is going to be a battle tomorrow, it is going to be close off the line and whoever has the pace will stay at the front. I think that it will be between a few riders tomorrow. It will be interesting but I am pretty confident with my package and on the few laps we did today in the dry, I had a good pace.”

Marco Melandri: (Fastest lap Qualifying Practices: 1:35.891 min, P3 / Fastest lap FP: 1:37.135 min, P5 / Fastest lap Superpole 3: 1:35.115 min, P5): “Today we have made a good step forward, especially on the race pace both in dry and wet conditions. We improved a lot in the last sector, while we have still some room for improvement in the first one. Tomorrow the weather will be the key.

In case the weather conditions change during the race, we will have to do a pit stop to change tyres. Tonight we will define a strategy to decide if and when it is better to do this. Tomorrow in the race many riders will be fighting for the top positions. On this track it is quite difficult to overtake but we could be at the front. Today’s fifth position is a good result, I feel good for the race and I’m happy.”

Serafino Foti (Sport Director BMW Motorrad GoldBet SBK Team): “It was a very positive day. Both our riders were fast in all conditions. This morning, in the wet, we were in front. This afternoon, when it was supposed to be the worst weather of the whole weekend, we had a dry Superpole. Chaz is back on the front row and this is good for his and the team’s mood.

Tomorrow in the races, I’m sure, he could do even better. Marco is quite serene and in the races he can also do very well. The weather is unpredictable and it changes quite fast. Tomorrow the team will have to be ready to manage all weather conditions and, in case they change, to manage them quickly. I am confident that tomorrow we will be able to have a good race in any conditions.”

Andrea Dosoli (Technical Director BMW Motorrad GoldBet SBK Team): “Overall it has been a good day. We have achieved our target for Superpole which was to start from the two front rows. But the most important point is that we have improved the performance of our RR. With both riders we have improved a few tenths in the first and last sectors where we are struggling.

And I have to say that I am satisfied with the job done by both crews in such difficult and unpredictable weather conditions. We managed to always be well prepared and we were fast in both dry and wet conditions. The races will not be easy. The start will be very important and quite a few riders will be able to fight for the podium but I am confident to say that our two riders will be among them.

So it is up to the guys to make a good start and up to the team tonight to analyse the data and to try to fine tune the RRs. Then we will use the warm-up to further improve the package.”

BMW Motorrad GoldBet SBK Team

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Published on August 30th, 2015 | by Daniel Sherman Fernandez

BMW team takes two podium positions for DTM Moscow

Two BMW drivers made it onto the podium in race 11 of the DTM season in Moscow (RU): pole-sitter Marco Wittmann (DE) of BMW Team RMG led for most of the race in the Ice-Watch BMW M4 DTM, but was passed by Pascal Wehrlein (DE, Mercedes) in the final few minutes of the race after an enthralling battle. The reigning DTM champion eventually came home second. BMW Team MTEK driver Bruno Spengler (CA, BMW Bank M4 DTM) finished third, courtesy of an impressive overtaking manoeuvre in the final corner.

DTM rookie Tom Blomqvist (GB, BMW M4 DTM) was also in the points in eighth place. António Félix da Costa (PT), at the wheel of the Red Bull BMW M4 DTM, came home just outside the points in 11th. Augusto Farfus (BR, Shell BMW M4 DTM), Martin Tomczyk (DE, BMW M Performance Parts M4 DTM) and Maxime Martin (BE, SAMSUNG BMW M4 DTM) finished 15th, 17th and 18th. Timo Glock (DE, DEUTSCHE POST BMW M4 DTM) failed to finish after crashing out as a result of a collision with Mattias Ekström (SE, Audi) while running fourth.

Facts and Figures.

Circuit/length/duration:

Moscow Raceway, 4.326 kilometres, 40 minutes plus 1 lap

Conditions:

Cloudy, 20 degrees Celsius

BMW Motorsport results:

#1 Marco Wittmann (DE), BMW Team RMG, Ice-Watch BMW M4 DTM – 2nd

#7 Bruno Spengler (CA), BMW Team MTEK, BMW Bank M4 DTM – 3rd

#31 Tom Blomqvist (GB), BMW Team RBM, BMW M4 DTM – 8th

#13 António Félix da Costa (PT), BMW Team Schnitzer, Red Bull BMW M4 DTM – 11th

#18 Augusto Farfus (BR), BMW Team RBM, Shell BMW M4 DTM – 15th

#77 Martin Tomczyk (DE), BMW Team Schnitzer, BMW M Performance Parts M4 DTM – 17th

#36 Maxime Martin (BE), BMW Team RMG, SAMSUNG BMW M4 DTM – 18th

#16 Timo Glock (DE), BMW Team MTEK, DEUTSCHE POST BMW M4 DTM – DNF

About the Author

Daniel Sherman Fernandez www.dsf.my is a service to the public and other website owners. www.dsf.my is not responsible for, and expressly disclaims all liability for, damages of any kind arising out of use, reference to, or reliance on any information contained within the site www.dsf.my. While the information contained within the site is periodically updated, no guarantee is given that the information provided in this website is correct, complete, and up-to-date. www.dsf.my is not responsible for the accuracy or content of information contained inside.

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Safari sunroof?

By martinsmith , April 28, 2019 in BMW 2002 and other '02

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Is Safari a particular brand of roof?

I would refer to that style of folding fabric sunroof as a Webasto but they were just one manufacturer of a number. Relatively common as an aftermarket installation in the UK - the lack of sun must increase the desire to sit exposed in it. 

There is a great thread on here where a few different types of these folding roof are discussed. A specialist trimmer who restores them drops in to explain some stuff as well. 

rtheriaque wrote:

Carbs: They're necessary and barely controlled fuel leaks that sometimes match the air passing through them.

My build blog: http://www.bmw2002faq.com/blog/163-simeons-blog/

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