BMW M50B25 / M50B25TU engine
Characteristics of the M50V25 engine
| Production | Munich Plant |
| Engine brand | M50 |
| Release years | 1990-1996 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 75 |
| Cylinder diameter, mm | 84 |
| Compression ratio | 10.0
10.5(TU) |
| Engine volume, cc | 2494 |
| Engine power, hp / rpm | 192/5900
192/5900(TU) |
| Torque, Nm/rpm | 245/4700
245/4200(TU) |
| Fuel | 95 |
| Environmental regulations | Euro 1 |
| Engine weight, kg | ~198 |
| Fuel consumption, l/100 km (for E36 325i) - city - track - mixed. |
11.5 6.8 8.7 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 5W-30 5W-40 10W-40 15W-40 |
| How much oil is in the engine, l | 5.75 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
- 400+ |
| Tuning, HP - potential - no loss of resource |
1000+ 200-220 |
| The engine was installed | |
Reliability, problems and repair of the BMW M50B25 engine
In 1990, the popular straight-six was replaced by a new, much more advanced and powerful one, called the BMW M50B25 (popularly nicknamed "Stove"), from the new M50 family (the series also included, M50B24,). The main difference between the M20 and M50 engines lies in the cylinder head, in the new engine the head was replaced with a more advanced two-shaft, 24-valve with hydraulic compensators (valve adjustment does not threaten). The diameter of the intake valves is 33 mm, exhaust 30.5 mm. Used camshafts with phase 240/228, lift 9.7/8.8 mm. And also used an improved lightweight intake manifold.
Bosch Motronic 3.1 engine management system.
The timing drive in the new M50 engines has also changed, now a chain is used instead of a belt, the service life of which is 250 thousand km (usually it runs longer). In addition, individual ignition coils, an electronic ignition system, other pistons, lightweight connecting rods 135 mm long are used. Nozzle size M50B25 - 190 cc.
Since 1992, M50 engines have received the well-known variable valve timing system on the Vanos intake shaft, and such engines have become known as M50B25TU (Technical Update). In addition, these engines use new connecting rods with a length of 140 mm and pistons with a compression height of 32.55 mm (38.2 mm on the M50B25).
The control system has been replaced with Bosch Motronic 3.3.1.
These power units were used onBMW cars with index 25i.
Since 1995, the M50V25 engine has been replaced by a new improved engine, and in 1996 the production of the M50 series was completed.
BMW M50B25 engine modifications
1. M50B25 (1990 - 1992 onwards) - base engine. Compression ratio 10, power 192 hp at 5900 rpm, torque 245 Nm at 4700 rpm.
2. M50B25TU (1992 - 1996) - a system for changing the valve timing on the Vanos inlet has been added, the connecting rod and piston group has been changed, other camshafts have been installed (phase 228/228, lift 9/9 mm). Compression ratio 10.5, power 192 hp at 5900 rpm, torque 245 Nm at 4200 rpm.
Problems and disadvantages of BMW M50B25 engines
1. Overheating. The M50 engine is prone to overheating and tolerates it quite hard, so if the engine starts to warm up, check the condition of the radiator, as well as the pump and thermostat, the presence of air pockets in the cooling system and the radiator cap.
2. Troit. Check the ignition coils, most often the problem is in them, as well as candles and nozzles.
3. Swim speed. Often the malfunction is caused by a failed idle valve (IAC). Cleaning will help bring the motor to life. If the problem persists, then look at the throttle position sensor (TPS), temperature sensor, lambda probe, clean the throttle.
4. M50 Vanos. The problem is expressed in rattling, loss of power, swimming speed. Repair: purchase of a vanos M50 repair kit.
In addition, due to their age and operating characteristics, BMW M50 engines suffer from high oil consumption (up to 1 liter per 1000 km), which does not decrease too much after overhaul. Valve cover gaskets and pan gaskets may leak, and leaks through the oil dipstick are not ruled out. The expansion tank also likes to crack, after which we get an antifreeze leak. At the same time, sensors of the M50 camshaft, crankshaft (DPKV), coolant temperature, and so on, periodically cause problems.
Despite everything, the BMW M50B25 engine is one of the most reliable power units of the Bavarian manufacturer, and most of the problems are caused by the age and style of operation of the motor. And even such engines roll over 300-400 thousand km, and if the motor was used sparingly and adequately maintained, then its resource can far exceed 400 thousand km, because it is not in vain that they received a reputation of millionaires.
Buying an M50B25 engine is a good choice for a swap and subsequent refinement with a turbocharger. Let's talk about these solutions next.
BMW M50B25 engine tuning
Stroker. camshafts
The easiest and fastest option to increase power using factory components is to install a long-stroke crankshaft (stroker). In M50B25 (Without vanos), the knee rises from with a stroke of 89.6 mm. From the same motor, you need to buy connecting rods, connecting rod bearings, repair pistons, injectors, and main bearings from the M50.
We assemble (you can leave the firmware stock, but it’s better to tune in) and drive a 3-liter M50B30, with a capacity of about 230 hp and a compression ratio of 10.
The same horsepower can be obtained by buying Schrick 264/256 camshafts and adjusting the stock Motronic. As a result, we get 220-230 hp. Let's buy a cold air intake, a sports exhaust and get 230+ hp.
The same camshafts on the M50B25 3.0 stroker will give about 250-260 hp.
To get maximum power from the M50B30, you need to buy Schrick 284/284 camshafts, a six-throttle intake, injectors from a BMW S50, a lightweight flywheel, make a cylinder head porting, buy an equal-length exhaust manifold and a straight-through exhaust. After tuning, such an M50B30 develops about 270-280 hp.
If this is not enough, you can bore the block for pistons 86.4 mm from S50B32 and get a displacement of 3.2. We buy camshafts and get about 260 hp.
Vanosny M50B25 can be converted into a 2.8 liter engine by installing a crankshaft with a stroke of 84 mm and connecting rods from M52B28. Together with the SIEMENS MS41 firmware, this will give +/- 220 hp, compression ratio ~11.
M50B25 Turbo
In the case when there is little atmospheric engine or the cost of its implementation is too high, you can organize a turbo version on a 2.5-liter engine. If tuning is supposed to be budget, then a Chinese turbo kit based on the Garrett GT35 (or another, with brains included) is your choice. Alternatively, you can find a used TD05 turbine (or another), weld a manifold, assemble all the piping, clamps, boost controller, intercooler, and so on. Put everything on the stock piston, pre-installing a thick Cometic cylinder head gasket, 440 cc injectors, Bosch 044 fuel pump, exhaust on a 3″ pipe, EFIS 3.1 brain (or Megasquirt), adjust and at 0.6 bar we get about 300 hp. At 1 bar ~400 hp
Something similar can be built by purchasing an M50 kit compressor and installing it on a piston drain. The output from the compressor will be noticeably lower than that of the turbine.
Even more power can be obtained by buying and installing a turbo kit on the original Garrett GT35, CP Pistons for 8.5 compression, Eagle connecting rods, ARP bolts, performance injectors (~550 cc). With such kits, you can increase the power to 500++ hp. Similar projects can be built on a 3-liter stroker.
Reliability, problems and repair of the BMW M50B25 engine
In 1990, the popular straight-six BMW M20B25 was replaced by a new, much more advanced and powerful one, called the BMW M50B25 (popularly nicknamed the “Slab”), from the new M50 family (the series also included M50B20, M50B24, S50B30, S50B32 ). The main difference between the M20 and M50 engines lies in the cylinder head, in the new engine the head was replaced with a more advanced two-shaft, 24-valve with hydraulic compensators (valve adjustment does not threaten).
The diameter of the intake valves is 33 mm, exhaust 30.5 mm. Used camshafts with phase 240/228, lift 9.7/8.8 mm. And also used an improved lightweight intake manifold. Bosch Motronic 3.1 engine management system. The timing drive in the new M50 engines has also changed, now a chain is used instead of a belt, the service life of which is 250 thousand km (usually it runs longer). In addition, individual ignition coils, an electronic ignition system, other pistons, lightweight connecting rods 135 mm long are used. Nozzle size M50B25 - 190 cc.
Since 1992, M50 engines have received the well-known variable valve timing system on the Vanos intake shaft, and such engines have become known as M50B25TU (Technical Update). In addition, these engines use new connecting rods with a length of 140 mm and pistons with a compression height of 32.55 mm (38.2 mm on the M50B25).
The control system has been replaced with Bosch Motronic 3.3.1. These power units were used on BMW cars with the 25i index. Since 1995, the M50V25 engine has been replaced by a new improved M52V25 engine, and in 1996 the production of the M50 series was completed.
BMW M50B25 engine modifications
- M50B25 (1990 - 1992 onwards) - base engine. Compression ratio 10, power 192 hp at 5900 rpm, torque 245 Nm at 4700 rpm.
- M50B25TU (1992 - 1996 onwards) - a system for changing the valve timing on the Vanos intake was added, the connecting rod and piston group was changed, other camshafts were installed (phase 228/228, lift 9/9 mm). Compression ratio 10.5, power 192 hp at 5900 rpm, torque 245 Nm at 4200 rpm.
| Production | Munich Plant |
| Engine brand | M50 |
| Release years | 1990-1996 |
| Block material | cast iron |
| Supply system | injector |
| Type | in-line |
| Number of cylinders | 6 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 75 |
| Cylinder diameter, mm | 84 |
| Compression ratio | 10.0 10.5(TU) |
| Engine volume, cc | 2494 |
| Engine power, hp / rpm | 192/5900 |
| Torque, Nm/rpm | 245/4700 245/4200(TU) |
| Fuel | 95 |
| Environmental regulations | Euro 1 |
| Engine weight, kg | 198 |
| Fuel consumption, l/100 km (for 320i F30) - city - track - mixed. |
11.5 6.8 8.7 |
| Oil consumption, g/1000 km | up to 1000 |
| Engine oil | 5W-30 5W-40 10W-40 15W-40 |
| How much oil is in the engine, l | 5.75 |
| When replacing pour, l | 4 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | ~90 |
| Engine resource, thousand km - according to the plant - on practice |
- |
| Tuning, HP - potential - no loss of resource |
1000+ 200-220 - |
| The engine was installed | BMW 325i E36 BMW 525i E34 |
From the very beginning, the BMW M50 engine was produced in two types: 2.0 liters and 2.5.
In the 91st year, the M50 replaced the . It was produced for a relatively short time, somewhere before 96, because thanks to the modification with an aluminum block, which was introduced in 1994, it received the M52 brand.
BMW M50 engine device
The M50 was installed from 1991 on the e34 model until the end of its release in this body, as well as on the e36 from the beginning to the 94th year. On the M50, in 92, a gas distribution system was installed, which was called VANOS. The novelty was equipped only with an intake camshaft, which increased the engine thrust at medium and low speeds, while not losing them at high ones.
The design is nothing special, a six-cylinder engine with a cast-iron block and an aluminum block head. Compared to the M20, from a technical point of view, it has stepped far ahead. The variable valve timing system was 24-valve with two camshafts and driven directly through hydraulic lifters. The camshafts drove the chain. And this means a fully electronic ignition system without a distributor (each spark plug has an ignition coil).
On the basis of the M50, engines for the M3e36 with a capacity of 240 horses and a volume of 3.0 liters were assembled. and for Alpina B3 - 250 "horses" from 3.0 liters. (model for the American market). The motor weighs approximately 136 kg (average weight).
Malfunctions of BMW M50 and M50tu engines
BMW M50 and M50tu engines proved to be the most reliable and successful motors of the automaker. However, with strong overheating, it is distorted, the tightness of the gas joint is broken, and cracks form on the cylinder head. Excessive oil consumption, which is approximately 1 liter. per 1000 km (with proper operation), starts after 300-400 thousand km. mileage, and is often the cause of exhaust valve burnout, which, in some cases, may be accompanied by cracks formed between the valve seats.
There are manufacturers producing water pumps with an impeller made of plastic, which often leads to the destruction of bearings and seal failure, as well as the destruction of the impeller itself. Also during the repair - incorrect installation of camshafts, as a result of illiterate actions of the staff. On older engines, you can often find failure of the ignition coils, burnt out power ignition keys. When compared with the 40 series, the destruction of the liners is an order of magnitude lower. A very common phenomenon is considered to be the connection of the cylinder block with the oil filter glass, from under the pan gaskets, valve cover, front cover, as well as along the dipstick ring.
For BMW M50 and M50TU engines with a DME electronic control unit and for MS 40 and MS 40.1, it happens that the fuel supply is turned off, i.e. cylinders are deactivated. In addition to repair, to turn on the cylinders, it is also necessary to clean the memory. Usually these systems easily withstand breakdowns associated with.
Compared to systems such as Motronic 3.1 and 3.3 (manufactured by Bosch), which are sensitive to DC malfunctions, SIEMENS ECUs are generally difficult to repair. BOSCH 413 (M 3.3.1) is also not very maintainable. In copies of the M50TU, which were produced before the 94th year, there is a rumble of the BMW VANOS system. It is eliminated by simply replacing parts of the system with similar, but narrower designs, which were released after the 94th year.
The M50 is a fairly popular engine that BMW produced from 1991 to 1996. in 1994, a modification was born, the peculiarity of which was the aluminum block. This variation was also known as a "slab".
The fiftieth was installed on the e34 and e36 models. In 1992, it was equipped with a variable valve timing system called Vanos. It was installed to increase engine thrust at low and medium speeds, while not affecting high speeds.
Specifications and Description
The 50 series M family has several types of powertrains. It includes M50B25 and M50B20, which are remembered by many motorists as technically reliable engines. The closest modern relative is the bmw m5 e60.
| Parameter | Cylinder diameter, mm | Piston stroke, mm | Engine capacity, cm 2 | Compression ratio | Power, hp | Torque, Nm | Max. rpm |
| Modification | |||||||
| BMW М50В20 | 80 | 66 | 1991 | 10,5:1 | 150 | 190 | 6500 |
| BMW М50В20 TU VANOS | 80 | 66 | 1991 | 11:1 | 150 | 190 | 6500 |
| BMW M50B25 | 84 | 75 | 2494 | 10:1 | 192 | 245 | 6500 |
| BMW M50B25 TU VANOS | 84 | 75 | 2494 | 10,5:1 | 192 | 245 | 6500 |
The M50 engine was produced in only two versions - 2.0l and 2.5l.
Advantages. The M50 engine marked the beginning of a new fashion for the aggressive nature of BMW engines, which has survived to this day. Also, this model set a standard that no one violated - "1 NM per 10 cm 3 of cylinder volume."
The BMW M50 engine was the last in its lineup, which used a truly legendary bunch in the form of a cast-iron block and an aluminum cylinder head.
Flaws. Despite the fact that among motorists the BMW m50 engine is considered one of the most reliable engines for the entire production period, with improper operation, the following problems are inevitable:
- Overheating of the power unit
- antifreeze leak
- Ignition coil failure
- Oil leak
- Fuel shutdown
Service M 50
The M50, M50B20 and M50B25 modifications have an excellent reputation, but do not tolerate careless maintenance. The conditions for their service are as follows:
- Oil change - every 10-12 thousand km. Oil must be used only recommended by the manufacturer.
- Timing chain - its average resource is 250-300 thousand km, after which it stretches and needs to be replaced.
- Nozzles and candles - every 50-80 thousand km.
- Repair of the Vanos system - carried out after 200-300 thousand km.
M50 engine repair
The most common failure mechanisms are the failure of the cooling system pump, the radiator fan drive and the failure of the oil filter.
Replacing the fan and viscous coupling
The viscous coupling needs to be replaced if the fan hub is seized, as well as with increased axial or diametral clearance, or with increased oil consumption.
Withdrawal process:
- Removing the fan shroud by removing the spacer clip pins on the top of the shroud
- Unscrewing the fixing nut of the fan to the water pump hub
- Direct fan removal
- Removal of the viscous coupling is carried out by opening the four fixing bolts
Installation process:
- Installing the viscous coupling and tightening the fixing bolts to 9 Nm.
- Installing the fan on the pump hub and tightening the nut to 25 Nm
- Installing the fan shroud, making sure both bottom tabs fit into the slots on the heatsink
- Installation of spacer clamps and their fixation with pins
Removal and installation of the water pump
Many owners of BMW M50 power units complain about the frequent failure of the water pump. But, as practice shows, it is enough just to change the product yourself. Consider the process of replacing the pump.
Withdrawal process:
- Disconnecting the ground wire from the battery
- Draining the coolant
- Removing the fan
- Loosening the pulley bolts
- Removing the V-belt
- Loosening the four bolts of the pulley and removing the latter from the pump hub
- Disconnecting the water pump hoses
- Loosening the fixing bolts and removing the pump
Installation process:
- Cleaning the mounting surface
- O-ring installation
- Installing the pump and evenly tightening the mounting bolts
- Connecting the hoses to the water pump and securing them with clamps
- Drive pulley installation
- Installing and tensioning the V-belt
- Fan installation
- Filling the cooling system
Flushing the cooling system
Frequent heating of the motor may mean that the cooling system is clogged. Therefore, the motorist often needs to clean this unit. This can be done with auto chemicals or home remedies such as citric acid.
- Removing the bumper, opening the cap on the reservoir and opening the radiator cap
- Closing the lid on the tank, compressor purge into the hole for the screw to remove air
- Unscrewing the coolant drain plug from the block, draining the coolant
- Filling the system with water, adding a 7-minute Hi-Gear flush
- Starting the engine and waiting seven minutes
- Cooling the engine and draining the fluid
- Closing all plugs, pouring 5-6 liters of water
- Opening one plug and running water with a compressor
- Repeat step 8 until clear water starts to come out
- Filling the system with distilled water, starting the engine and warming it up to operating temperature. Cooling the engine and draining water
- Slow filling of the system with new antifreeze and pumping at high speeds
- Screwing on a new tank cap, warming up to operating temperature
Change oil and oil filter bmw m50 engine
You can change the engine oil on the M50 engine with your own hands. Consider how to perform this operation without contacting a car service and saving money:
- Loosening cap nuts
- Removing the valve cover
- Removing the old gasket
Conclusion
You can change the engine oil on the M50 engine with your own hands.
Consider how to perform this operation without contacting a car service and saving money:
- Heating the oil, unscrewing the oil drain
- Unscrewing the drain bolt, draining the oil
- Unscrewing the oil filter
- Replacing the filter element and sealing rubber
- Filling oil through a special neck, parallel checking its level on the dipstick
Replacing the valve cover gasket
One of the problems of the engines of the 50th family, or rather the m50b20 engine, is a breakdown of the valve cover gasket. You can change this part with your own hands. Consider the sequence of actions:
- Removing both plastic protective covers
- Disconnecting the crankcase ventilation pipe from the valve cover
- Disconnecting coil wires and removing ignition coils
- Loosening cap nuts
- Removing the valve cover
- Removing the old gasket
- Cleaning the surface of the cover from the sealant
- Lubricate the new gasket with sealant and assemble everything in reverse order
Conclusion
The M50 family replaced the M20 back in 1990, and had a few differences, but they, in turn, made it possible to significantly increase the power characteristics and reliability. The bmw M50B20 and M50B25 motor was replaced by an improved and modernized bmw m5 e60.
The BMW 5 Series E34 is the third generation of the premium Bavarian business class sedan. The premiere of the new model took place in 1987, and sales started in 1988. In 1991, an all-wheel drive version of the BMW 525ix entered the market.
E34 has been updated twice. The first time in 1992 - a modified version can be identified by other mirrors. The new ones have become much more harmonious and have acquired more aerodynamic shapes. The M50 engine received a VANOS variable valve timing system, and a 5-speed automatic took the place of a 4-speed automatic. The driver's airbag no longer required a surcharge and was included in the list of basic equipment, like ABS.
Two years later, the BMW 5 Series E34 underwent another restyling. This time, the front grille was changed, which became wider. From now on, the German sedan has become mandatory equipped with two airbags - the driver and the front passenger. In 1996, the E34 gave way to the next generation BMW 5 Series E39. In total, 1,330,000 copies of the third generation "five" were sold. This is almost twice as much as its predecessor - E28.
Engines
Petrol :
R4 1.8 8V (113-115 HP), 518i;
R6 2.0 12V (129 HP), 520i;
R6-VANOS 2.0 24V (150 HP), 520i;
R6 2.5 12V (170 HP), 525i;
R6-VANOS 2.5 24V (192 HP), 525i, 525ix;
R6 3.0 12V (184 HP), 530i;
V8 3.0 32V (217 HP), 530i;
R6 3.4 12V (211 HP), 535i;
V8 4.0 32V (285 HP), 540i;
R6 3.5 24V (315 hp), М5;
R6 3.8 24V (340 hp) М5.
Diesel:
R6 2.4 12V (115 HP) 524td;
R6 2.5 12V (115 HP) 525td;
R6 2.5 12V (143 HP) 525tds.
Looking at such a wide range of engines, there is a dilemma - which engine to choose, more powerful or more economical. But before making a decision, it is necessary to clarify a few points.
If you are looking for a relatively economical gasoline engine, then you should pay attention to the 2-liter engine with VANOS variable valve timing. However, it must be borne in mind that sometimes this system fails. The dynamics with such a motor is not impressive - 10.6 seconds to 100 km / h. But low fuel consumption and rare breakdowns are guaranteed.
An 8-valve 1.8 liter is better not even to be considered - it is too weak. Much more preferable is the 120-horsepower BMW 520i with the M20B20, which the Bavarian inherited from the previous generation E28 model. Its disadvantages: wear of the camshaft, rocker arms, valve seats, and sometimes the valves themselves.
The best compromise between fuel consumption and dynamics is provided by an in-line 6-cylinder 2.5-liter gasoline engine, especially its 24-valve version (M50). Fuel consumption in the city is about 15 l / 100 km, and outside it - up to 10 l / 100 km.
Attention! All 12-valve versions of gasoline engines overheat easily, which leads to breakdown of the gasket under the head, and sometimes damage to the head itself. To eliminate the possibility of an incident, it is necessary to constantly monitor the state of the thermostat, and much more often than in any other car, look into the coolant reservoir. But first of all, you need to pay close attention to the engine temperature gauge.
A typical disease of 6-cylinder gasoline engines is the failure of the water pump. Depending on the series, a plastic impeller was installed in them, which, as a result of exposure to high temperatures, became brittle and separated from the shaft. This led to overheating of the engine and deformation of the block head. There is consolation in the fact that pumps with a metal impeller are currently available.
The viscous coupling of the fan also requires attention. Its malfunction can lead to overheating of the engine and, as a result, to damage to the head of the block.
Powerful V8 engines, installed since 1992, and the top model M5 guarantee not only sporty dynamics, but also huge fuel, maintenance and repair costs. The most typical malfunctions: compression drop, burnout of the manifold gasket and uneven operation.
The rest of the gasoline engines, although they absorb an impressive amount of fuel, as a rule, do not create much trouble during operation. However, it must be borne in mind that the BMW 5 E34 is no longer young, and therefore the malfunctions associated with high mileage are quite natural.
Diesel modifications are best avoided. Almost all of them force you to solve problems caused by overheating of the block head and its subsequent cracking. In addition, the injection system is capricious and the turbocharger is not too hardy. Today it is more and more difficult to find a service that will master the repair of the Bavarian injection pump. In addition, diesel versions already have astronomical mileage. Trying to find an unused copy borders on a miracle!
The engines of the M20 series (520i and 525i), as well as the engines of the 518i and 524td versions, are equipped with a timing belt, which must be changed every 60,000 km. The rest of the units are equipped with an almost eternal timing chain.
Design features
E34 traditionally for BMW has rear axle drive. In the model range there was also an all-wheel drive modification of the BMW 525ix. The engines were combined with one of four gearboxes: 5 and 6-speed manual or 4 and 5-speed automatic. The chassis is based on a MacPherson strut at the front and a multi-link setup at the rear.
Typical malfunctions
First of all, you need to pay attention to the suspension components. Worn stabilizer struts and bushings, levers, silent blocks, ball bearings and shock absorbers should not surprise anyone, because the car is already at a respectable age. If you do not save on substitutes, then after the repair you will not remember the suspension for a long time, because it has a fairly solid construction. However, bad roads can quickly finish off the ball, silent blocks of the front levers and the rear beam.
For age reasons, problems with steering are not uncommon. After 150-200 thousand km, play appears in the steering gear, and then leaks. The parking brake requires regular maintenance.
One of the common ailments of the BMW 5 Series E34 is corrosion. It appears on the lower edge of the doors, fenders, sills, trunk lid and fuel filler flap. Often rust is found on the brake lines.
Does not stand the test of time and electronics: comfort module, central locking, power windows and heating.
An automatic transmission, if you change the oil and filter on time, will work for a long time. But remember that the lack of just a glass of oil (0.2 l) leads to improper operation of the automatic transmission and to the rapid wear of its components. However, often after 150-200 thousand km malfunctions occur due to damage to the torque converter or planetary gear.
In the transmission, you should pay attention to the propeller shaft support and its hinges, the rear differential and the hinges of the axle shafts. Problems with the above components are often found in cars from under the owner, who prefers to press the gas pedal sharply and all the way.
Conclusion
Despite these shortcomings, the BMW 5 E34 is considered one of the hardiest German cars of the late 80s and early 90s. Some are willing to bet that the reliability of the Bavarian sedan can be compared with the Mercedes-Benz W124. Unfortunately, at one time a lot of cars fell into the hands of careless young drivers who did not feel too sorry for the BMW and did not take good care of it. Today it is almost impossible to find an E34 in good condition. But if you succeed, then the reward will be excellent handling and dynamics, very rich equipment, decent comfort and timeless design. True, in addition to the malfunctions mentioned above, the prices of some of the spare parts, which are by no means cheap, can cause inconvenience.
