I grew up in the small town of Fort Chambly, Quebec, just south of Montreal. From an early age, my grandfather, who built Canada’s first gasoline-powered car, the Fossmobile, often shared his own interest in automobiles with me, which may have contributed to my fascination with the automobile.

I fondly remember neighbors letting me test drive their MGBs, Triumphs and Minis, but it was getting behind the wheel of a 1972 BMW 2002tii that confirmed my thinking. It felt much smoother and faster than the other cars I had driven. It had more horsepower and felt like it could effortlessly hug the road. Back then I made a promise to myself that one day I would own one of these fabulous vehicles.

While researching these cars in early 2009, I stumbled upon a gem in Calgary, Alberta, and found it to be in surprisingly decent shape. All original, without previous modifications or restoration attempts. I picked it up quickly, based solely on the pictures and my intuitive trust in the person selling it. This guy was only the second owner and only had 45,000 miles on the odometer. The vehicle originated in the US and the original owner was traced to Colorado.

A 2002tii is often worth more and therefore more coveted. Finding one in good condition, without owner modifications, is getting harder and harder. This is especially true considering the mechanical uniqueness of the tii (international touring injection) and the cost of some of those unique parts. The original 2002tii had a mechanical Kugelfischer fuel injection system, a first for BMW. This 2.0-liter engine could produce between 125 and 140 horsepower and between 127 and 145 pound-feet of torque.

I had an antique vehicle hauler pick it up and ship it to Burlington, Ontario. The car had been partially painted once but it was a terrible job and there was evidence of excess putty, cracked paint and some visible rust. That was at least what I could see. Other surprises awaited me.

When the car arrived from Calgary, it was delivered to the local BMW dealer. I checked it with the help of the mechanics. We just wanted to see if it worked. We found that very little was required to meet safety and certification requirements. Engine compression was near factory and very even. The fuel tank was cleaned and all fluids were flushed out. We changed the oil, oil filter and spark plugs. Finally, they completed an extensive brake inspection. Once everything looked good, I hit the road and drove the car for a few weeks, learning everything I could about it.

For the most part, it worked fine, but some parts were worn, weathered, and required an update. It was slow, had certain vibrations and did not handle potholes very well. My plan was to use all original equipment manufactured (OEM) parts.

I started the restoration with everything mechanical. The entire fuel supply system needed cleaning and all three fuel filters (fuel pump, fuel injection and in-line filter) were replaced. The water pump was partially seized, so that was next. I was concerned about the mechanical fuel injection system, but it seemed fine.

All rubber items were my next inspection and replacement project. The seals, belts, motor mounts and frame bushings required an overhaul. Due to the age of the car, I decided to replace the entire rubber frame and mounting bushings. New hoses and belts were then installed. Front and rear shock absorbers were in poor condition. The two in the back were rusty. All new shocks fitted, complete with new tower mounts. Not surprisingly, the entire exhaust system was rusty. While the exhaust manifold was fine, all pipes and the muffler had to be replaced.

The rotoflex rubber guibo bushing/bearing between the transmission and the front of the driveshaft was the worst of all the parts that required replacement. This is an all rubber mount, with metal sleeves for eight mounting bolts to go through. Its purpose is to dampen vibration and movement between the transmission and the driveshaft. When I took it apart, it completely collapsed in my hands. The rear universal joint on the driveshaft was seized in one direction, which meant replacing the entire driveshaft as it comes as a completely sealed unit.

The clutch slave cylinder was leaking, so that too was headed for the recycling bin. Smaller items like brake cylinders and engine gaskets were replaced. Some items were replaced because they absolutely needed to and others for good measure, like the brake pads, because it was easier to do while they were taken apart, rather than take them apart again later.

The shifter linkage required some attention. When the car arrived, one of the first things I noticed was that the gear lever was very loose and was wobbling in every gear. The shift travel on the 2002tii is long, but this one made constant shifting an unpleasant chore. I found that all the bushings, sleeves and connections were mostly worn out or completely gone. Once replaced, it shifted smoothly through all four gears and just as forcefully as it would have from the factory floor.

The interior of the car was in remarkable condition. Even the telltale clock on the 2002tii’s dashboard was present and working. A little cleanup and a weld job for a seat bracket was all it took.

Completely stripped the vehicle of all chrome: lights, grills, bumpers, etc. All of these were in excellent condition and were now going to be safely stored for the winter as it was the best time to complete the bodywork restoration.

There were obvious rusty areas such as the outer running board panels along with the two rear fenders and the right front fender, but the inner running board sills also looked suspicious. When the old front fenders were removed, reality set in. I discovered what everyone who attempts a project like this fears: more rust than anticipated. The entire right pillar between the fender and the door hinge was almost rusty. It had to be completely rebuilt by grinding and welding on a new part.

The vehicle was completely stripped of old paint. The rear outer fenders were tin filled and new front fenders installed. Some very minor body work to rectify a dent or two and it was ready for a skim coat and sanding. Lots of sanding!

The doors, trunk lid and engine hood were removed and painted separately. The rest was painstakingly wallpapered, glued, and prepared for the paint booth. He then went into the paint booth for six coats of original paint and three coats of clear coat. After that, the vehicle looked like it belonged in the showroom (minus the doors, chrome, lights, bumpers, etc.).

Then, very carefully, it was a lot of effort to reinstall all the chrome: lights, grills and bumpers that had to be put back on. With most of the mechanics fixed, it drove just like I remembered it, way back in the 70’s. I was finally ready to show this vintage 1972 BMW 2002tii to anyone who wanted to look. The car became everything I dreamed it would be. So my passion had been satisfied. He had the vintage BMW 202tii the way he wanted it.