BMW 502 Race Preperation

Home
Map
Service
Sales
People
Performance
News
Conversions
Articles

<<  1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 >>

Details, a Million Details

Well, it seems like a million, anyway. The clutch, for example, was an important area for us to examine. In stock form it was a worn out hydraulically activated clutch. We made an adapter to allow the use of a 320i clutch master cylinder, we made brackets so we could use a 320i slave, and we linked them with modern hoses. We were happy to discover that the pressure plate and disc were identical to the Borg and Beck parts used in the 1968 2002, for which we had parts on the shelf. Those'r some important details, but we're certainly not done yet.

Motor and transmission mounts are weak on these cars. The engine mounts were difficult to make stronger because they are quite thin and small. We initially tried a universal mount like the 320i trans mount, but it was too soft and not strong enough for the front mounts. We eventually left the BMW world and got some GM mount that had internal steel catches. We have noticed that 507s use another mount on the torque side of the engine to additionally limit movement and we may have to add that later. The 320i trans mounts have so far worked fine for the rear motor mounts where they are in compression only, but they may prove too weak in the long run.

The transmission on this car is mounted at the center of the car with a short drive shaft between the engine and the trans. Using some simple fabricated angle brackets, the four trans mounts have all been replaced with the same 320i trans mounts used for the rear of the engine. But that ain't all. Because of that little drive shaft between the engine and transmission, the angles have to be perfect between these assemblies. Once again we studied pictures of the factory tool and how it was used and then Brandon fabricated our own. Using this tool, Brandon shimmed the back of the engine higher until the centerline of the crankshaft and the centerline of the transmission main shaft were identical, giving a stress-free front drive shaft installation. Those'r some important details---are we up to a million yet?

No, not quite. Dashboard and instrumentation upgrades took us some time. Class rules require retention of the stock dashboard. Unfortunately, a windshield leak and years of outside storage had lead to the natural decomposition of the wooden dash. Our friend Bill Nasby made us a replacement panel to accept the stock gauges and clear the roll cage, covering it in some burled walnut veneer. The speedometer and the fuel gauge are the only original gauges that still work; the rest have been replaced and supplanted by auxiliary gauges spread out across the rest of the dash. Oil pressure, oil temperature, water temperature, volts, amps, fuel pressure, and vacuum gauges accompany the tachometer and a bewildering array of switches to activate and monitor engine and other functions. Wiring and plumbing all this stuff was almost half a million details by itself.

And then there were the little details. Seat positioning, spare tire mounting, radio and speaker mounting and wiring, door panel upholstery, on-board fire system, door pockets, cup holders, roll cage padding, mirrors, armor shielding under the engine, and more, I'm sure. And then there was a world of spare parts to get ready---all either new or clean and ready to install. And then there was the trailer to ready, the Suburban to load and ready, the driver uniforms, the paper work, the crew … wow. Those'r all important details. Definitely a million details.

<< 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 >>