The 02 Register
PO Box 726
Crows Nest 2065
The 02 Register is a recognised Register of
BMW Clubs Australia
It's amazing what fun you can have with a new piece of software...
Welcome to the second issue of the 02 Register Newsletter. As you can see, this looks a little different to the first issue. l've just acquired a copy of Microsoft Publisher, so what better way to learn how to use it than to write the 02 Register Newsletter? I can now insert graphics, play with more font stvles and effects, and generally waste more time in front of the small screen...
Response to the first issue was positive, so I hope we can build on that and provide 02 owners with a useful source of information. Of course, this is best achieved if you are able to contribute with news, stories and information of your own. l'm desperate to publish anything, no matter how trivial your hint, tip or question may seem to you - it's bound to be of use to someone else. Over the page, you'll find a contacts directory for an 02 rep in your area. In addition, l'd like to publish a trading post for 02s wanted or for sale, cars being parted out, parts wanted or for sale, etc.
There are some corrections from the last issue, including my own e-mail address which was changed to reflect a corporate naming policy. The corrections are detailed in the "Directory" over the page. And the correct contact for the 02 Register in Queensland is now Dave Burnett.
I hope to keep this newsletter to a quarterly two-page format for easy copying and distribution. Next month: fuel filters and (hopefully), your contributions.
More on the issue of fuel for our older BMWs. l've spoken with both the NRMA in NSW and Shell Australia's Product information line. Here are the results of those discussions.
"Normal", unleaded fuel is rated at 92 octane. "Leaded" fuel was rated at 97 octane and contained 0.4 gm/litre lead, until this was changed in January 1994. Now, the fuel is rated at 96 octane and contains about 0.3 gm/litre lead. Shell Australia recently introduced their Half-lead product, retaining the same 96 octane rating and reducing the lead content to 0.15 gm/litre. Now, it may be possible to use the half-lead brew, since 0.15 gm/litre should still be enough to lubricate engine components, but the big killer is the octane rating. Premium ULP, as required in our high-perfomance BMW cousins, is rated at 98 octane by virtue of the fact that it has a higher benzine content.
As mentioned in the last newsletter, some people have been adding aviation spirit to their fuel mix. However, Avgas, despite its octane rating of 100-102, needs to be added to "normal" fuel at a 30% ratio to achieve an increase in octane number of between one and two. Methyl benzine, added to fuel at a 10% ratio, is enough to increase the octane rating by two, (from 96 to 98, for example). Methyl benzine is available from Shell's Rosehill distribution centre in 20 litre drums. Phone Angelo on (02)682-8659 At a cost of $36.50 per 20 litre drum, (or $34.50 for Club members) this may be easiest way to solve the problem.
Just be very careful with methyl benzine. It's a proven carcinogen, should only be mixed outside and only in metal containers. Use gloves and a mask, and keep the kids away!!
People I've spoken to say that no fuel company will be marketing a highgrade fuel mix to meet our needs. They say that the logistics of setting up the distribution network (in terms of production, extra tankers, distribution and additional tanks and pumps at service stations) is not worth the effort. I suspect they also believe it is being ``politically incorrect'' to be seen to be prolonging the useful life of old, smelly, poorly maintained cars driven by rev-heads and hoons. (Do you or your car fall into those catagories?)
The other suggestion was to modify the curve on the mechanical distributor advance, so as to avoid the pinging problems encountered under load and acceleration. Some people may know of facilities to make these changes. If so, we'd like to know the details. l'm seeking further advice from BMW Australia on distributor modifications.
The following article is reprinted from the October 1992 edition of "The Roundel". The author is Pete McHenry, sole proprietor of Precision Performance Services, Inc., operating out of Winston-Salem NC. A leading BMW engine builder, he's been a regular speaker at the annual ``Gateway Tech'' sessions of the BMW Car Club of America.
Let's face it guys. Carburettors don't cut it any more. Except where rules dictate, nobody is running them in serious competition. Even the street rod crowd is going to ``TPI'' in a big way.
BMW's latest Motronic systems are really outstanding, but prior to Motronics, BMW used some FI systems that are simple to apply, and are readily available in wrecking yards. Performance potential is excellent, which allows us to upgrade earlier cars.
With the 4-cyliner 2002 in mind, we have several choices; the tii system, the 320i CIS system, and the 318i ``L'' Jetronic system. The tii Kugelfischer injection unit is super, but they are getting hard to find, they are expensive to modify for other than a stock engine configuration, and used ones usually need repairs. The CIS system has poor throttle response, lots of airflow restriction, and can become very confused with cam changes and other modifications.
The ``L'' Jetronic has been excellent for modified sixes, why not the four? On closer inspection, the 318i unit is simple, adaptable and reliable.
Tom Rice, of Greensboro, NC has a beautiful 2002 that won the Concours at [the BMW CCA's] Oktoberfest 1990. This car has a mildly modified engine and was in need of a more serious induction system. Tom felt that carburettors in today's performance scene were a step backwards, and wantcd to pursue fuel injection.
We decided to use a 318i system using a 1979 320 intake manifold rather than the updraft 318i manifold. We noted that the factory had gone back to the tii-320i design on the newer 318iS 4-valve engine. By using this manifold, we would also have the underhood appearance of the tii.
Putting the pieces together was a real surprise in simplicity. The stub manifold which holds the injectors allowed us to install the 318i fuel rail and injectors under the 320 air plenum. The pressure regulator wouldn't fit under the air plenum, so its fitting was converted to a hose connection to allow remote mounting. In this case, we put the regulator on the brake booster bracket. A 318i water outlet was used to make room for the thermo-time switch, FI temperature sensor and dash gauge sensor.
A tii fuel pump barcket, and accumulator was mounted in the stock location above the right rear half-shaft. The 2002 steel fuel return line was used as a pressure line, and the original plastic line was used as a return. We felt that this was a major safety concern, since the plastic line routes inside the car and is not designed for 50 psi pressures. The steel line is under the floor on the passenger side and is virtually the same as a tii line. We also enlarged the tank suction line to help feed the fuel pump.
The battery was already mounted in the boot, so space was available for the airflow meter and the air cleaner. The 318i rubber mounts hold everything in place, with two through the guard panel and one through the radiator support. A 528e intake hose connects the airflow meter to the throttle body. The control unit (ECU) was mounted above the glove box. A hole in the firewall using the stock 318i rubber grommet allows the hamess to feed through to the ECU.
The throttle body has a 48mm butterfly. We bored out the casting to 51mm to make use of a 325e butterfly which gives us more airflow. The toughest job in this conversion was making a special bracket and drive for the throttle switch. We used a 528e throttle shaft, and other pieces, plus machining on the throttle body to make a good setup.
The throttle linkage was a snap: we had originally intended to use a cable as we have on the 2602 six cylinder conversion, but after fitting up the pieces, we found the stock 2002 throttle shaft that leads forward from the fire wall worked perfectly. There is a vibration stiffener bracket that connects the block, starter and throttle body. We added a tab to this bracket that incorporates a receptacle and a nylon bushing for the throttle shaft. A leaver was welded to the shaft to actuate the 320i butterfly through a short link. A return spring completed this part of the sytem.
The electrics are simplicity itself. After eliminating the idle control unit, the vacuum advance control, the fuel pump relay, and the diagnostic wiring, we ended up with only four wires to connect to the car's wiring system:
The fuel pump was set up like a tii with power on when the key is on. We will incorporate a relay at a later date to kill the pump if the engine dies, perhaps through an oil pressure switch. A 320i warm up air valve was set up to give extra air for fast idle at cold start.
Street performance is super; we can adjust the airflow meter and/or the adjustable rising rate fuel pressure regulator to get the fuel curve we want. The rising rate regulator used here mutliplies pressure right now. When the throttle is opened the pressure jumps up 10 or 15 pounds and gives instantaneous throttle response.
In all, this was a totally satisfactory effort, and gave the 2002 current technology fuel delivery, with lots of potential for future engine modifications. As a final note we have also applied this type of conversion to a 323i using a 530i ``L'' Jetronic unit with a 325e intake manifold to replace a trashed CIS unit. The results were equally impressive.
(Editor's Note: Bear in mind that this article refers in places to US specifications and left-hand drive components. The appropriate conversions will need to be made.)
 |
Directory | |
|---|---|---|
| ACT | Bill Kinnane | (06) 231-2001 |
| NSW | Gary Speechley | (02) 570-3870 |
| QLD | David Burnett | (075) 35-2473 |
| WA | Graeme Finlayson | (09) 381-7182 |
| Contacts and contributions for the Newsletter: | |
|---|---|
| Phone: | (02) 570-3870 or (015) 01-4879 |
| Facsimile: | (02) 570-3870 |
| Internet: | Gary.Speechley@dsto.defence.gov.au |
to The 02 Register (Australia)