BMW E60 - choice - which engine is better. BMW E60 - choice - which engine is better than the BMW 5 Series E60

The BMW 5 Series is a popular representative of German premium business class cars. The fifth generation became available in July 2003 as a sedan - model designation E60. In May 2004, a modification appeared in the body of the Touring station wagon - E61. Production of the E60 continued until March 2010, when the sixth-generation BMW 5 F10 replaced it. In March 2007, the "five" was updated: the changes affected the front bumper, lighting, interior trim, and technical equipment.

The assembly of the E60 for the Russian market was carried out at the BMW facilities in Dingolfing, Germany and in Kaliningrad from car kits at the Avtotor enterprise. In addition, the "five" was collected in India, Indonesia, Thailand, China, Mexico and Egypt. In total, about 1 million 400 thousand BMW E60 were sold.

Engines

During the production of the BMW 5, 13 modifications of the E60 were created, on which 24 gasoline and diesel engines were installed. The base model BMW 520i received an in-line six-cylinder M54V22 engine with a working volume of 2.2 liters and a power of 170 hp. In 2005, the M54 was replaced by the N52B25 - 2.5 l / 170 hp, and the basic version was designated 523i.

The N52 series engine is afraid of overheating, which can lead to a magnesium alloy block. Many owners of N52 series engines note the presence of vibration at idle speed. There are also cases of the appearance of a knock on the exhaust camshaft.

High oil consumption up to 0.3-0.5 liters per 1 thousand km is a common thing for BMW gasoline engines. But the problem of the “oil burner” was especially acute in the N52B25, where sometimes the oil consumption exceeded 1 liter per 1,000 km. Reason: occurrence of rings after 40-60 thousand km, and loss of performance by valve stem seals. The combination of these two factors almost inevitably led to clogging of the catalyst after 100-120 thousand km. Worse, if scuffs were subsequently found on the walls of the cylinders. The problem of increased oil consumption was solved by an expensive replacement of the piston group with a modified one.

In 2007, the base version again became the 520i with the N53 engine. This motor is demanding on fuel quality, a high sulfur content kills it. Therefore, the N53 has never been delivered to the markets of North America and Russia. These regions continued to use the N52 and N54 engines.

On the 523i modification, the old M54V25 was first used - an in-line six 2.5 l / 194 hp. In 2005, the M54 gave way to the N52B25, which in turn was replaced by the N53B25.

Until 2005, the 525i and 525xi were equipped with the M54B25 engine, after - the N52B25 218 hp, and since 2007 - the 3-liter inline six N53B30 with 218 hp.

The 530i and 530xi versions were originally equipped with the M54B30 with 231 hp, since 2005 with the N52B30 / 258 hp, and since 2007 with the N53B30 / 272 hp. The N52B30 motor has no problems with increased oil consumption, like its younger brother B25.

3-liter versions with N52B30 often began to pester with knocks after 60-80 thousand km - immediately after starting a cold engine. Knocking occurred in the valve clearance compensation system of HVA elements (hydraulic lifters). More often the problem was observed in cars operated mainly for short distances. In the future, the knock did not stop even after the engine warmed up. The root cause - the lubrication system did not provide enough oil to the hydraulic lifters. Replacing hydraulic lifters solved the problem only for the next 60-80 thousand km. After November 31, 2008, the defect was completely eliminated due to a change in the design of the cylinder head and the oil supply to the hydraulic compensators.

The 540i was powered by the N62B40 8-cylinder V-shaped 360 hp throughout its history. Weaknesses: tubes of the cooling system located in the collapse of the block, and a low resource of valve stem seals.

BMW 545i existed in the lineup until 2005. The V8 N62B44 was determined as the power unit - 4.4 l / 333 hp. Here, scuffs were sometimes found on the walls of the cylinders.

In 2005, the flagship role was taken by the BMW 550i with V8 N62B48 - 4.8 l / 367 hp. Sometimes pistons lay in the engine, the cost of repairs resulted in a considerable 300-400 thousand rubles.

For North America, their modifications were offered: 528i and 535i. 528i with 230 hp N52B30 engine. replaced 525i in 2007. Since 2008, the 535th has been equipped with an in-line 3-liter twin-turbo engine N54B30 / 300 hp, which received a lot of criticism due to the large number of injection pump failures.

The M54 series engines turned out to be the most reliable in the entire line of E60 engines. The high engine life is due to the presence of cast-iron sleeves in an aluminum block and a time-tested design.

Gasoline units have a number of common problems. The most common is a crankcase ventilation valve (CVKG) that clogs over time. Its resource is about 80-120 thousand km. If you do not replace the valve in time, then in cold weather it can squeeze oil seals and oil out of the engine. The cost of a new KVKG is about 6-8 thousand rubles. After restyling, the ventilation valve was built into the valve cover, which increased the replacement cost to 20 thousand rubles.

After 100-150 thousand km, the VANOS variable valve timing system often requires attention - about 20-25 thousand rubles.

With a run of more than 150-200 thousand km, DISA malfunctions (separate air intake system) occur: the membrane breaks or, worse, the damper of the actuating unit flies off. In the first case, the engine starts to work unstably, in the second case, an overhaul of the engine is almost inevitable, which will require about 140-160 thousand rubles (typical for N52). The cost of a new DISA executive node is about 8-10 thousand rubles.

An increase in oil consumption, with the exception of N52B25, after 150-200 thousand km, as a rule, is due to the "aging" of valve stem seals. For a replacement in a car service, they will ask about 50-60 thousand rubles.

Diesel modification 520d with M47D20 engine 163 hp. appeared in 2005. The weak point is the thermostat housing that deforms over time, which makes it difficult to warm up the engine at low temperatures and increases fuel consumption.

In 2007, the M47 was replaced by the N47D20 with 177 hp. The N47 engine family is prone to excessive wear and broken timing chains. The consequences are costly repairs or even engine replacements. A knock at the rear of the motor indicates the need to replace the chain. Since March 2011, the problem has been resolved, but BMW has not officially acknowledged the defect, citing improper maintenance of the engine by the owners.

All other diesel models received turbodiesels of the M57 series: 525d - until 2007 M57D25 / 177 hp, after - M57D30 / 197 hp; 530d and 535d - M57D30 / from 218 to 286 hp

Turbodiesels of the M57 series were also not without flaws. One of the defects is leaking intake manifold flap seals (after 100-120 thousand km). On pre-styling copies, in addition, there were cases of broken dampers. The current manifold floods the glow plug control unit. Another drawback is the cracking of the steel exhaust manifold. It is recommended to change it to an eternal cast-iron collector from the "five" of the fourth generation E39. Also, the EGR cooler often burns out.

The turbocharger of diesel modifications runs over 150-200 thousand km. The torsional vibration damper serves more than 100-150 thousand km. About 20 thousand rubles will be asked for a new "pulley". The crankshaft pulley of gasoline modifications reaches 150-200 thousand km.

The thermostat and pump, as a rule, serve more than 100-150 thousand km. You will have to pay about 2 thousand rubles for the original thermostat, and about 12 thousand rubles for the pump. The radiator may be asked to be replaced after 100-150 thousand km - about 10-12 thousand rubles.

Transmission

The E60 was equipped with 6-speed manual and automatic transmissions. There are no complaints about the operation of a manual gearbox. With "automatic" the situation is opposite. Most owners after 100-150 thousand km note the appearance of shocks when switching. After 120-160 thousand km, the automatic transmission pan begins to “sweat”. The pallet is made of plastic, which begins to lead over time. It will not be possible to get off only by replacing the gasket, and it is impossible to pull with the replacement of the pallet. Otherwise, the pan may “leak well” or burst at the most inopportune moment, and the box will be left without oil. The cost of a new pallet is about 8 thousand rubles.

After 150-200 thousand km, there are also more serious malfunctions of the “machine”: failure of mechatronics (about 100 thousand rubles) or torque converter (about 60 thousand rubles).

After 150-200 thousand km, the rear gearbox oil seals sometimes begin to leak, and it may be necessary to replace the driveshaft support. On all-wheel drive modifications, at about the same time, problems arise with the transfer case electric motor.

Chassis

Racks and bushings of the front anti-roll bar go more than 60-100 thousand km. Front and rear wheel bearings serve more than 100-150 thousand km: 5 thousand rubles for the original hub and 3 thousand rubles for the analogue.

Front shock absorbers care for more than 100-150 thousand km, rear - more than 150-200 thousand km. A set of new shock absorbers from dealers will cost 35-45 thousand rubles: front 10-13 thousand rubles, rear 8-10 thousand rubles. Analogues are slightly cheaper: front - 8-9 thousand rubles, rear 6-7 thousand rubles.

Suspension arms often require replacement after 90-120 thousand km, more careful owners reach 150-160 thousand km. The cost of a complete overhaul is about 50-70 thousand rubles.

Most station wagons are equipped with rear air suspension, the task of which is not so much to increase comfort as to maintain a constant ground clearance regardless of load. Pneumoballoons go more than 100-150 thousand km: about 7-8 thousand rubles. The air compressor also serves the same amount: the main reason for failure is the ingress of dirt into the system due to leaky hoses and tubes of the air supply system. In wet weather and in cold weather, the air suspension ECU often “fails”.

Active stabilizers of the Dynamic Drive system leak from time to time in winter. Replacement with a new stabilizer (about 30 thousand rubles) does not mean that the owner will get rid of the defect. Sometimes the stabilizer tubes also begin to leak - 2 lines of 8 thousand rubles each.

Tie rods serve more than 90-120 thousand km. The steering rack often starts knocking after 100-150 thousand km. The cost of a new rail is about 40-50 thousand rubles, a knocked rail will be sorted out for 20-25 thousand rubles. The same fate awaits the active steering rack - 70-80 thousand rubles. The reason for knocking in the steering wheel is also often the cardan in the lower section of the steering shaft - about 10 thousand rubles.

Body

The quality of painting the body of the BMW 5 does not raise questions - the body is not prone to corrosion. Unpleasant paint swelling is found only on the fifth door of the Touring. Bare metal in places of chips does not bloom. Over time, chips may appear on the arches of the rear wings.

The frame of the panoramic roof of station wagons often fails after 100-150 thousand km: the drive mechanism wears out and wedges due to skew. The cost of repairs is about 25-30 thousand rubles.

The front optics sometimes sweat, which contributes to the failure of the adaptive headlight control unit. Contacts in the rear lights often burn out.

During operation, the trapezoid motor fails, or the contacts in the gearbox are oxidized. A new trapezoid assembly with a motor costs about 15-20 thousand rubles. The rear wiper drive on the Touring often turns sour.

Drainage holes that clog over time can be a big drain on your wallet later on. Clogged front drains can flood the engine ECU or brake booster. Clogged hatch drains contribute to the appearance of water in the trunk, where the electronic systems are located. In particular, there are interruptions in the operation of the audio system, the image on the display disappears, and the on-board IDrive system “freezes”. The cost of a new block is 10-15 thousand rubles. Blocks can be filled and accidentally spilled liquid in the trunk.

Salon

Sometimes the silence in the cabin of the BMW 5 Series is broken by squeaks. The most common is in the front part in the area of ​​\u200b\u200bthe panel. To eliminate it, it is necessary to tighten the loose bolts of the struts under the hood. On irregularities, the “pins” of locking the doors may sound: it is treated by replacing the sealing rings or with electrical tape. At the back, the bracket of the lock for attaching the rear seat backs sometimes creaks. Over time, the special grease from the electronic tracks of the steering wheel is erased, and when it is turned, a creak is emitted.

A fragile ashtray often breaks - about 5 thousand rubles will be asked for a new one. On long runs, plastic interior trim elements begin to “climb”.

After 100-150 thousand km, the stove motor may whistle. Lubrication helps for a while. A new motor will cost 4-5 thousand rubles. Replacement will require parsing the front panel - the cost of work is about 4-5 thousand rubles. Frequent problems with heated seats. The cost of new heating is about 25 thousand rubles.

Electrician

Electricity is the most common cause of headaches for BMW 5 E60 owners. Periodic "glitches" are observed in the airbag control system, steering and light sensor.

After driving through puddles in wet weather, the battery discharge is sometimes observed. There is only one treatment - drying the car. The battery discharge can also be caused by the failure of the IBS intelligent negative terminal, which is designed to read the battery status and control its charging. The cost of a new IBS sensor is about 7 thousand rubles.

There have been cases of spontaneous combustion on the BMW 5 Series. The reason is a design miscalculation in the insulation of the positive battery wire in the trunk. The insulation melts, and the "plus" closes to ground. Most often, everything ends with a malfunction in the electronics, or the engine stops starting.

Parking sensors fail after 100 thousand km, and in winter they often “fail”. The cost of a new original sensor is about 6-8 thousand rubles, an analogue is about 1.5-2 thousand rubles.

Problems with high-quality reception of radio signals, the operation of remote control door locks and the operation of the upper brake light on station wagons are caused by moisture ingress into the electronic unit at the top of the rear door. The cost of the new unit is about 12 thousand rubles. In addition, malfunctions also appear due to the breaking of the wiring harness on the left or right side of the tailgate.

The spontaneous triggering of the standard alarm that occurs is associated with the failure of the hood limit switch.

After 100-150 thousand km, the generator bearings may make noise. The cost of repair is about 2-3 rubles. In the event of a generator pulley failure, you will have to spend another 4-5 thousand rubles.

Conclusion

BMW 5-series does not shine with high reliability and sometimes presents "expensive surprises". To maintain the Bavarian in technically sound condition, a sufficiently large supply of funds will be required. But many are not stopped by serious periodic expenses: admirers of the BMW brand are ready to continue paying for comfort and status.

24.10.2016

sixth generation BMW E60 was a big step forward in the automotive industry. This car not only looked different, but also had fantastic driving characteristics and had revolutionary equipment for those times. And it's not just about the number of options that many modern cars can envy. The fact is that many of the mechanisms of this car are controlled by electronics. But how reliable electronic systems turned out to be in practice, and what to look for when buying a used BMW E60, I will tell you in this article.

A bit of history:

BMW E60- modification of the body of the fifth series, which was produced from 2003 to 2009, the predecessor of this body was the BMW E39. In 2007, a restyling took place, as a result of which the car acquired an electronic automatic transmission selector, new headlights, bumpers, and the Start / Stop button also appeared. In the technical part, three-liter gasoline engines (280 hp and 235 hp) were added. The car is available in two body styles - a sedan (E60) and a station wagon (E61), there is also a charged version of the M5, which was equipped with a 5-liter V10 engine that produces 510 hp, which allows the car to accelerate from 0 to 100 in 4.7 seconds . The maximum speed of all fives is electronically limited to 250 km / h, without a limiter, the car can accelerate to 305 km / h. The last car rolled off the assembly line in 2009; in December of the same year, the BMW E60 production workshop was closed for re-equipment for the production of the new F10 model. During the period from 2003 to 2009, the company sold over a million sedans and 250,000 station wagons.

Advantages and disadvantages of the BMW E60 with mileage.

There are two facts you need to know about the body of the BMW of the fifth series: the first is that the car has an ideal coloring along the axes (50 \ 50) in terms of weight. And in order to achieve this, the engineers had to make the front part of aluminum (spars, cups, racks, etc.). And since aluminum is attached to the steel frame only by means of riveting, there are times when this connection begins to “breathe” (knocks and clicks are heard during movement). If the car was hit in the front part of the body with damage to the power elements, then it will not be possible to restore the car in any garage service. For restoration at the dealer - you will have to pay half the cost of the car. But in order to "pump" a broken car, our craftsmen work wonders, so you need to be extremely careful. The second fact that you need to know about the BMW body is that this car does not rot, as the manufacturer carries out two-sided anti-corrosion treatment, plus, the quality of the paintwork is at the highest level. If you see a BMW E60 with pockets of corrosion, it is in 99.9% of cases - broken cars.

Power units.

BMW E60 has a large line of powertrains (more than 20), but it makes no sense to talk about all of them. In the CIS countries, the most widely used cars of the following modifications: gasoline versions - "520i" volume 2.0 (170 hp), "525i" volume 2.5 (192 hp), "530i" volume 3.0 (231 hp .), "545i" volume 4.4 (333 hp) and "M5" volume 5.0 (510 hp). Diesel modifications - "525d" volume 2.5 (177 hp) and "530d" volume 3.0 (218 hp). Cars with 2.0 and 2.5 liter engines can be not only rear-wheel drive, but also all-wheel drive. Most often, power units suffer from low-quality fuel, not only diesel, but also gasoline engines. If the previous owner refueled with low-quality fuel, be prepared to replace the oxygen sensor and fuel pump, and after 100,000 km - the catalyst (but, as practice shows, we simply remove it).

All motors have considerable oil consumption. Consumption up to 0.4 liters per 1000 km, for cars over 6 years old, this is the norm, if oil consumption is more than 0.6 liters per 1000 km, replacement of valve stem seals is required. Don't be alarmed if you don't find an oil dipstick when looking under the hood, as some motors have a sensor installed instead of it, which signals the need to top up the oil. The weakest engine has problems starting in the cold season, and the owners also call it floating speed XX. The 2.5 and 3.0 engines have proven to be the most trouble-free. In order to extend the life of engines, you should change the oil every 10,000 km. The cooling radiator is considered the weakest point (replacement is required every 70-90 thousand kilometers). And to prolong its life, do not forget to flush the radiator with a high-pressure jet of water every time you wash your car, this will help to avoid early leaks.

When choosing a diesel engine, you should start with the diagnosis of the turbine, since, first of all, it suffers from low-quality fuel. The resource of the turbine is a little more than 100,000 km, the replacement will cost 1500-2000 USD. Also, quite often on used cars (with a mileage of more than 70,000 km), the crankcase ventilation valve fails, as a result, oil consumption increases significantly. It is worth remembering that the bulk of the diesel BMW E60 was imported from Europe, and, as a rule, with a mileage of more than 250,000 km. Therefore, if you meet such a car with a mileage of 100-150 thousand km, then there is a high probability that this car has a twisted mileage or it has been restored after a serious accident.

Transmission

BMW E60 is equipped with a five-speed manual or a six-band automatic transmission. If we talk about mechanics, then this unit does not have any drawbacks, but the automatic transmission can present a surprise in the form of a software failure, which causes a lot of malfunctions (shocks, jerks during switching from first to second gear). This ailment is treated by flashing or erasing an error in the software. There is no reason to refuse all-wheel drive versions either, malfunctions of the electromagnetic clutch are very rare.

Salon

The quality of materials and assembly of the cabin is at the highest level. For neat owners, in cars with a mileage of 100-150 thousand km, the salons look like new. But the presence of a large number of electronics delivers a lot of unpleasant moments. The main one is " I Drive"- a system to control most of the auxiliary functions, but it is because of this smart system that the reputation for reliability of this car suffers very much. The failure of even one sensor often leads to the failure of the entire system. In most cases, problems are solved by flashing the main control unit, such a service will cost about 50-100 USD. (it is recommended to reflash the main unit once a year), replacing the unit at 1500 USD. Many owners call electronics problems "invisible", as they are often solved by simply restarting the machine.

Driving performance BMW E60 with mileage.

There is an opinion that you should not expect any reliability from the E60 suspension, because it is made of aluminum and constantly crumbles. In fact, the problem is of a different nature - this car is bought by not sufficiently wealthy young people with an aggressive driving style, who rarely pay attention to the quality of the road surface, pits, speed bumps, etc. As a result, the suspension needs to be sorted out after 50,000 km of run, and since original spare parts are not cheap, many eat to save money and buy parts made in China or Taiwan, which have a short working life.

• The stabilizer struts wear out the fastest in the suspension and require replacement every 20-30 thousand kilometers.
• The silent blocks of the front lower arms will last 70-80 thousand km.
• Steering tips, on average, live up to 80,000 km.
• If the car is not constantly overloaded, the shock absorbers will have to be changed every 90-100 thousand kilometers.
• Ball bearings and wheel bearings run more than 100,000 km.
• The rear suspension is practically unkillable and requires repair no more than once every 120-150 thousand km.
• In the Dynamic Drive suspension, active stabilizers fail every 30-40 thousand kilometers.

The steering rack is very weak and can knock with a run of 60-80 thousand km. If the rail rattles, this does not mean that it needs to be changed immediately, since it will travel at least another 30-50 thousand km, and you will have time to collect the required amount for replacement (1000-1200 USD). There is no point in repairing the rail, since it will last for 20-40 thousand kilometers (it will cost 150-200 USD).

Outcome:

The BMW E60 is a very interesting option for buying, not only in terms of appearance and dynamic performance, but thanks to German reliability and build quality. And if you approach the selection of a car correctly, then you, from the operation of the car, will only have positive emotions. BMW E60 is a popular car not only among motorists, but also among car thieves, therefore, be sure to check the car in MREO (GBDD).

Advantages:

• Exterior and interior.
• The quality of the paintwork.
• Large selection of power units.
• Reliability

Flaws:

• Failures of electronic systems.
• Cost of original parts

The BMW E60 is a car with an extraordinary appearance, stuffed with advanced technologies for those times. In 2003, the BMW 5 Series in the back of the E60 became a revolutionary car in the class. And now we will figure out how this affected the reliability of the car and whether it makes sense to buy a car in this body in the secondary market.

The E60 is the most popular 5 in BMW history, because the largest number of these cars were produced. In terms of driving performance, it is significantly better than its predecessors. Excellent handling without sacrificing smoothness, perfect axle weight distribution. The car is equipped with the highest level: 6 airbags, dynamic stabilization system, climate control, alloy wheels.

In the secondary market, the simplest options equipped with 156-horsepower 4-cylinder engines are very rare. Basically there are cars with engines of 2.5 and 3 liters.

You can find cars with all-wheel drive and station wagon. Rust on the body is a rarity, but it can be found on the cheapest copies. But basically, the body metal perfectly resists corrosion. Also, the owners of 5-k BMWs are wealthy people who do not save on quality service. But nevertheless, squeaks and clicks in the area of ​​​​the front panel may appear over time. And all because the body of the 5th series is made using a special technology - the front spars of the racks are made of aluminum and riveted to the steel frame, for the correct weight distribution of the car.

Such a design should be rigid and as strong as possible. But there have often been cases, especially after driving on bad roads, that these connections ceased to be strong. This defect was repaired under warranty. But in the event of a serious accident with damage to the power elements, you will have to take the car to a company service.

Also, if there are problems with electronics, then artisanal craftsmen will not help here either. Although BMW 5 has a lot of problems with electronics. The most common problems in electronics are glitches in the iDrive system. Essentially, it's a computer that controls almost every function in the car, from damper settings to interior lighting brightness settings. If at least one of the sensors fails, this, in most cases, leads to the failure of the entire system. BMW engineers are constantly improving electronics, so the service recommends updating iDrive every six months. And such an operation costs 5,000 rubles. And if the processor fails, you will have to change the entire computer, which will cost 50,000 rubles.

The suspension here is aluminum, thanks to it it was possible to achieve excellent handling. And it is quite reliable, the rear multi-link is especially good, its parts can easily last up to 100,000 km. But there are also weaknesses, for example, stabilizer struts - they serve 20-30 thousand km. Even the steering rack can start to tap after a year of operation, but it should be changed only if fluid starts to flow, which is quite rare. But the hydraulic actuators of active stabilizers flow very often, and they cost serious money - about 50,000 rubles. Therefore, you need to buy a car with a conventional suspension, without the Dynamic Drive system, you can even save money on shock absorbers with it. The front and rear pads run an average of 25-30 thousand km.

Brake discs will last about 60,000 km. A car in this body was produced for only 8 years, and during this time 20 different motors were installed in it. Some motors were discontinued in 2005 and are not found on later versions. But the most trouble-free engines are petrol 2.5-liter and 3-liter 6-cylinder engines, and 2.2-liter engines with a capacity of 170 hp. With.

After 2007, direct injection engines of the N53 series appeared, which were installed in the 523i, 525i and 530i. But these motors still eat oil - about 1 liter of oil per 3000 km. And you can control the oil level only by the indicator on the instrument panel, since there is usually no dipstick in motors. And if the light comes on, it means that it is time to add a whole liter of oil. Also after 12,000 km. the light comes on that it's time to change the oil, but mechanics recommend changing it after 10,000 km. run.

It is also necessary to clean the radiator of the cooling system once a year from dust and dirt. But this does not save from leaks. It happens that the radiator begins to flow after a year of operation.

It goes without saying that you need to refuel only with high-quality fuel, because the fuel pump and spark plugs may fail ahead of time. But even if you refuel with high-quality fuel, the catalysts still fail after 100,000 km. run. And it is necessary to make a replacement as soon as possible, because the crumbs from the destroyed honeycombs can get into the cylinders and then the engine will end.

Diesel engines are quite reliable, in winter the car starts well. But the weak point is the turbine, which serves no more than 100,000 km. It is better to avoid a car with a 4-cylinder engine, this is a restyled 520i model. It often has a loss of traction and difficulty starting in cold weather.

Transmission

Gearboxes that are installed in BMW are quite reliable. Mechanical boxes do not break at all, but as a rule, a car with mechanics cannot be found on the secondary market. And in a 6-speed automatic, shocks can sometimes appear during switching, and all due to malfunctions in the control unit. But if you reflash it, then the problems can go away. Sometimes a plastic transmission sump is required, due to severe overheating, it can lead to oil leakage.

Buyers simply love the combination of comfort and handling that is unattainable in a lower class car. However, age is already beginning to take its toll, and more and more often cars get to those who buy a BMW for cheap and save on maintenance in every possible way, and this will soon affect the model’s reputation in the most negative way - there are many examples of this.

The replacement for the series, which managed to prove itself from the best side, was prepared carefully. And the most serious tasks were set for the new machine. Firstly, it was supposed to strengthen the position of the brand in the US, where the tastes of buyers are still different from European ones. Secondly, it had to be more comfortable, more dynamic and ... and more sporty, oddly enough. And, of course, the interior had to become richer, better and provide enhanced opportunities in terms of individualization. The BMW designers coped with the task, as usual, brilliantly. New body, stronger and with an all-aluminum front end, new suspensions, this time not only more expensive and harder, but also more reliable, and new levels of engine power, a rich choice of V8 under the hood and a whole V10 for the M5.

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BMW 535d Sedan M Sport Package 2005

Separately, it is necessary to mention a new approach to the design of machine electronics. Here the iDrive system is used, which first appeared on the seventh E65 series in 2001, which includes not only a control and management unit with a “touchpad” and a huge number of service functions and settings, but also optical cables for connecting many units into a network, the ability to connect with a service center via the Internet and many other advanced features. High-speed data buses allowed the introduction of options such as adaptive cruise control with radar, infrared night vision system and the projection of instrument readings on the windshield. And, of course, the chassis has become “mechatronic”, that is, using the capabilities of electronics to improve the performance of mechanical components, which raises the level of active safety to heights never seen before.

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After such an introduction, it would probably be possible to finish the story, because for most owners the factor of “very-most” is already a sufficient reason for buying. But given that the minimum age of such machines will soon exceed five years, and the complexity of the design is very high, you may still need to know a little more about the "wonderful" machine.

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Body

The body is unique in that the design by Chris Bangle turned out to be surprisingly decent. Unlike the earlier E65, the car looks really dynamic and is not remembered for its ugliness at all. Another innovation was the extensive use of aluminum, high-strength steels and plastics in the construction. With steel, everything is clear, the machine is simply lighter and stronger, but with aluminum here, as they say, they “annealed”.

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The fact is that the entire front part is made of aluminum. Not only the “glasses” of the suspension or mudguards with wings and a hood, but the whole thing, including spars, cups, the upper part of the engine shield and the subframe. This made it possible to lighten the car and put large engines under the hood without compromising handling, but added a lot of “surprises” for fans of new BMW technologies. First, in the event of an accident, recovery will be expensive or very expensive. If only because aluminum parts are not cheap and cannot be repaired in a regular service. Most repair shops will not be able to bond and paint them. You need a service that can weld, rivet and glue aluminum parts, so not even every dealer body shop is suitable for restoration. And very often the owner of a BMW will have to contact the body shops of competitors in the premium segment, for example, an Audi dealer, since they have been working with aluminum for a long time and there is more equipment. However, things are slowly getting off the ground, and aluminum technologies are “going to the masses”. Maybe in five years the average body shop will finally learn how to glue aluminum parts and connect them with rivets.

The bad news for the owners of the E60 is the fact that the body shop working with aluminum will have to be contacted not only after an accident - the banal corrosion of aluminum at the points of contact with steel and pits on the roads often cause weakening of the front end fasteners, which manifests itself in knocks and deterioration in handling and, of course, the passive safety of the car. Glass cracks, the steering wheel “walks” - all this may be the result of damage to the body. And you need to fix such problems right away, because it happens that the front end “tears off” - some of the fasteners move away, and the mating surfaces are bent, which requires replacement of parts. By the way, body steel behaves better than aluminum in terms of corrosion resistance, and rust is still rare here, excellent primer and good paint quality almost guarantee the absence of problems in this part. Another of the troubles is the leakage of optics, both front and rear, and very soft glasses, they are easily “overwritten” and just as easily cracked. And the plastic of the bumpers is flexible, but too prone to cracking in winter, and the complex internal structure can peel off with little force. Fortunately, for an expensive car, this is not yet a problem, but cheap copies of the "thrifty" ones are already assembled on screws.

Salon and electrics

In terms of the quality of the interior elements, there are no problems here, ten-year-old cars that are in good hands can still boast of a “like from the factory” interior, reliable materials, made for centuries. Well, or not for centuries, but for fifteen or twenty years. But the buttons are wiped, and on heavily run cars the steering wheel and the contact areas of the passenger compartment and the driver are wiped - the seat with door cards.

The interior electrics are mostly reliable, except for the quality of the panoramic sunroof mechanisms on the E61 station wagons and the rear window brush on them. "Small things" such as a small resource of the "stove" fan, sometimes failing climate drives, a creaking steering column and photochromic mirrors are not even worth remembering. The main trouble of all cars is that part of the electronics that is tied to iDrive and is responsible for more serious functions. In addition to the banal wear and tear of sensors, for example, in the steering column module, temperature sensors, and the like, the system also fails due to wiring failures, “hanging” blocks on the bus, errors in the controller itself (moreover, there is no dipstick, and a faulty oil level sensor will allow you to safely ruin the engine). The situation is worse than with Windows fifteen years ago - you need to update every year, one “glitch” is replaced by others, and there is no end in sight to the problems. Moreover, these problems are by no means a penny, the review of a familiar owner read: “After a hundred thousand, I stopped counting, this is a year and a half.” This includes the cost of searching for failed electronics and buying new units, by the way, not necessarily successful - regular diagnostics are not always able to give an accurate diagnosis. So you can not do without a really understanding master, and the dealer often cannot help, despite the excellent technical equipment. Of course, all problems are multiplied a hundredfold in the presence of “collective farming”, abnormal “music”, alarms, when the salon is flooded at dry cleaners and hatches and windows fail (the climate sometimes fools like that).

There is no hope for a happy future, just be prepared to invest.

Sometimes cars drive for years without breakdowns, sometimes they are unlucky, and it happens that a more recent copy causes more trouble. You should not particularly count on restyling, the regularity of occurrence and the number of problems in the electrical part are approximately the same on all machines, except for the very first two years of production.

Suspensions and steering

Despite the expected fragility of aluminum suspensions, everything is in order with reliability in general. All original units go for a long time, even on very rough roads, unless, of course, you do not count the stabilizer struts. But the mechatronics of the chassis does not live so long. To order, cars in the Dynamic Drive configuration were equipped with active anti-roll bars, and in the design of this unit there is at least one problematic place - this is an actuator that easily breaks down, and its price exceeds 90 thousand. Shock absorbers in this design are also not cheap, from 26 thousand rubles apiece, but at least there are relatively inexpensive replacements, a rack from a decent manufacturer will cost about six thousand rubles.

It is much more difficult to come to terms with a malfunction of the active steering rack, its price is now about three hundred thousand rubles, and it can knock again already with a run of 20 thousand kilometers. True, without any special consequences for some time, but if it starts to flow, then a serious repair is inevitable. Replacement from ZF costs 180 thousand. In general, it’s better to put an ordinary rail at all, it goes three times longer, and costs from 40 thousand rubles in the performance of ZF restored and about a hundred - completely new.

Motors and gearboxes

In fact, there is nothing new here. Approximately the same set of units can be found under the hood of the E90 or E53, and therefore I will not describe in detail all the motors. At the exit, the car got three of the most successful engines of the M54 series, with a volume of 2.2 (520), 2.5 (525) and 3.0 (530) liters. They were installed before 2005, and this is probably the most reliable engine for the E60. Such motors could even claim the title of "millionaires", without any special problems with the piston group up to runs of 350-500 thousand kilometers. In 2005, the line of engines was updated, and the N52 series engines appeared, the most unsuccessful of which was the 2.5 engine, which was installed on the 523 and 525 models. The 3.0, which was installed on the 530, is a little more reliable. In this line, the resource is very limited, the “oil burner” by 2.5 has already become legendary, and 3.0 with runs from one and a half to two hundred thousand kilometers is no longer far behind its younger brother, although with proper maintenance and the use of very good oil it is quite viable .

In 2007, the engine range was updated again. This time, the in-line “sixes” of the N53 series acquired a low-life high-pressure fuel pump, which is highly dependent on the quality of gasoline, and at the same time extremely capricious direct injection nozzles, which provided the owners with a fundamentally new level of headache. So, for example, it was now easy to catch a water hammer without even driving into a puddle. After all, the reason for this could be a “leaky” nozzle, pouring two hundred milliliters of fuel into the cylinder. In terms of the resource, everything is similar to the N52, but the 2.5 engine has finally eliminated the problem with coking of the piston group, and now the resource of the 2.5 and 3.0 engines is almost equal, and if the fuel equipment did not fail, then the piston and liners could well live up to a run of 200 thousand, which, against the background of modern BMW engines, is, in general, not bad. The fate of the owners is a little easier and the fact that there is no Velvtronic on the N53, which means that there is no hassle with the regular replacement of its drive and the errors of this unit. Well, the N54 series turbo engine that appeared in 2007 turned out to be no better than aspirated in terms of reliability, which is logical. Difficulties with ignition modules were added to the problems of the injection system, now they failed twice as often, and the turbocharging itself, which requires more thorough maintenance. But the resource has grown, due to more “heavy” pistons and more frequent maintenance, and if the car has not been “annealed” too much, then oil consumption and wear will be less than on the N53.

I don’t want to talk about the only in-line “four” in the family, which appeared in 2007. Because the motor of the N43 series, even in the third series, caused criticism, and even on the heavier "five" it does not please with either traction or reliability. This one is just one of those that already in the third year of operation eats oil in liters. "Viate" under the hood of the fifth series was also not very successful. I already mentioned the N62 series motors and their features in the review. "Maslozhor" here is mainly a consequence of "cork" operation and the dying of oil scraper rings, but the design is very complex, "Velvtronic" is eight cylinders three times more fragile than on in-line engines. As a result, a typical oil consumption per liter per thousand is already by the age of five, and if you don’t catch it in time, then a very expensive repair. Fortunately, with low oil consumption, the problem is completely solvable - replacing the valve stem seals, switching to oil with better detergent properties and non-coking, lowering the operating temperature - and now the engine is alive again. Unfortunately, there are only a few technically literate BMW owners, so they will drive to the last, believing that “there must be oil”, so it’s difficult to find a car with such an engine in good or at least reversible condition, it’s easier to search with an in-line “six”.

Transmission

There are no surprises here, “mechanics” on the “five” are almost never found, and traditionally there are no problems with it. Dual-mass flywheels still wear and rattle, and are expensive. But they are being renovated. The clutch resource on 3-liter engines is very small, and they usually buy such cars for “races”, so count on a below-average condition of the car.

The all-wheel drive here is xDrive, which means that there are all the problems that I already wrote about in the review - after 100 thousand mileage, the car with a guarantee turns into a rear-wheel drive, and even earlier with active pedaling. The automatic transmissions here are also all proven, with the younger engines there are ZF 6HP19, with the older ones - a little more powerful 6HP26. I already wrote about them, problems with shaft vibration and insufficient oil pressure make them noticeably less reliable than five-speed automatic transmissions from the same manufacturer, and increase the cost of repairs by at least the amount of work to replace worn bushings. The total resource can be considered no more than sufficient, one hundred thousand kilometers usually cover such boxes, and 250 are almost certainly not. Of course, the more often the oil changes, the greater the chances for a happy automatic transmission life.

This model is probably the most popular generation, despite the fact that many argued about the design. The BMW 5-Series e60 was produced until 2007, and a year earlier it was restyled.

The restyled version was already produced before 2010, and we will discuss it in more detail. The car was produced in the sedan and station wagon, of course, the sedan was much more popular than them, more than 1 million copies were sold. After it, by the way, it was released.

Exterior

There was a lot of controversy about the appearance, not everyone liked it. The muzzle has a slightly raised hood with lines along the edges. The radiator grill is made separately from the hood, and its shape is made in a uniform style. New headlights with so-called angel eyes are installed, and above them is a stylish line of daytime running lights. The not very large front bumper received a rectangular air intake decorated with a chrome line in the lower part. Around the edges are round fog lights and in fact this is where the front ends.

Now let's look at the BMW 5 Series e60 car in profile, the model has large wheel arch extensions connected at the bottom by a stamping line near the threshold. The top line looks nice, it connects to the headlight. The windows received a small chrome edging in a circle. In fact, there is nothing else on the side.

But many liked the back part, as the new optics has a simply chic interior design. The trunk lid has a small so-called duck lip, which slightly improves aerodynamics. The rear bumper is massive in size, its lower part is surrounded by reflectors or reflectors, and already under the bumper there is an exhaust pipe.

sedan dimensions:

• length - 4841 mm;
• width - 1846 mm;
• height - 1468 mm;
• wheelbase - 2888 mm;
• clearance - 142 mm.

Station wagon dimensions:

• length - 4843 mm;
• width - 1846 mm;
• height - 1491 mm;
• wheelbase - 2886 mm;
• clearance - 143 mm.

Characteristics

Type	Volume	Power	Torque	Overclocking	Max Speed	Number of cylinders
Diesel	2.0 l	190 HP	400 H*m	7.5 sec.	235 km/h	4
Petrol	2.0 l	177 HP	350 H*m	8.4 sec.	226 km/h	4
Diesel	3.0 l	235 HP	500 H*m	6.8 sec.	250 km/h	6
Diesel	3.0 l	286 HP	580 H*m	6.4 sec.	250 km/h	6
Petrol	3.0 l	218 HP	270 H*m	8.2 sec.	234 km/h	6
Petrol	2.5 l	218 HP	250 H*m	7.9 sec.	242 km/h	6
Petrol	4.0 l	306 HP	390 H*m	6.1 sec.	250 km/h	V8

In the last years of production, the manufacturer offered the buyer 7 power units of different sizes and fuel requirements. Motors cannot be called the most reliable, especially in modern times. Let's move on to discussing each aggregate in more detail.

BMW 5-Series e60 petrol engines:

1. The base is a technologically simple 2-liter 16-valve engine. The Bavarian aspirated produces 156 horses and 200 units of torque. The motor is designed for the most relaxed movement around the city. 9.6 seconds - acceleration to hundreds, maximum speed - 219 km / h. Consumption is high, almost 12 liters in the city and 6 on the highway - a bit too much.
2. The 525 configuration included the N53B30 unit, which produced 218 horses and 250 H * m of torque. This is a 2.5 liter engine that can accelerate the sedan to the first hundred in 8 seconds, and up to a maximum of 242 km / h. He asks for more fuel for his "services", approximately 14 liters in the urban cycle.
3. The 530i e60 is essentially no different from the previous one. The unit is an in-line 6-cylinder naturally aspirated engine. The volume of three liters and 272 horsepower reduces the dynamics to 6.6 seconds, the maximum speed is already limited by the computer. Consumption of approximately 14 liters of AI-95 and this is in quiet mode. Both of these motors began to cause problems after 60 thousand kilometers, the HVA hydraulic lifters became clogged. Solving the problem also helps thousands per 60 kilometers. Valve stem seals also fail, fixing the problem costs 50,000 rubles.
4. The much-desired version of the 540i was powered by the N62B40 engine. The engine is an atmospheric V8 with distributed injection and a volume of 4 liters. 306 horses and 390 units of torque give the dynamics of 6.1 seconds to hundreds and the same limited top speed. 16 liters in the city is quite a bit much, in fact the consumption is even greater. Valve stem seals also do not last long, and cooling problems are also often present.

Diesel engines BMW 5 Series e60:

1. Basic diesel unit N47D20 with a volume of 2 liters. Engine power 177 horses and 350 H * m of torque at medium speeds. Direct fuel injection into the unit, low consumption of 7 liters of diesel fuel in the city. By the way, a car with this engine accelerates to hundreds in 8 seconds, the maximum speed is 228 km / h. The motor has big problems with the timing chain, repairs are very expensive, some even just change the engine.
2. A turbocharged diesel 6-cylinder row engine is also present in the lineup. The engine produces 235 horses and 500 units of torque. There are no special problems with it. A sedan equipped with this power unit accelerates in 7 seconds to the first hundred, the maximum speed is limited.
3. 535d - a version equipped with a M57D30 diesel engine, which is a 6-cylinder in-line engine that produces 286 horses and 500 units of torque. Acceleration to hundreds of approximately 6 seconds, the maximum speed is the same. With regards to fuel appetite, the situation is as follows, 9 liters of diesel fuel in the city and less than 6 on the highway. Here, the seals of the intake manifold flaps sometimes leak, and the exhaust manifold also sometimes cracks.

With regards to gearboxes, the manufacturer offered a 6-speed manual and a 6-speed automatic. Naturally, there are practically no mechanical versions in Russia, it is not stylish to take a car of this level with mechanics. After 100 thousand kilometers, the machine starts to cause problems a little bit. There are problems with the pallet, which can burst if the problem is not noticed in time. After a little more time, the automatic transmission starts to kick and the torque converter fails.

Fully independent suspension is quite comfortable, it delivers a lot of pleasure. The chassis also has driving style settings and Dynamic Drive stabilizers. There are a lot of problems, the stabilizer struts of the BMW 5-Series e60, wheel bearings, shock absorbers and levers quickly become unusable. You can’t call the suspension terrible in terms of reliability, it’s just that in modern times, most cars need to change all this, and most likely this should be the second replacement. Be careful when buying.

Here, as many know, rear-wheel drive is loved, as young people love drifting. The rear gearbox starts to leak after 100 thousand runs, after which it is necessary to replace the driveshaft support. There are all-wheel drive versions, but they are less common, although much better in terms of reliability.

Salon e60

It's cool to be inside, everything is done with high quality and from good materials. Now the interior looks good, not quite modern, but not too old. Let's start by tradition with the seats, comfortable thick leather chairs are located in front. Electric adjustments and heating are of course present.

A cool and comfortable sofa is located behind, three passengers will be located there and the maximum that is there is heating. There is enough free space in front and behind, there is no excess, but most importantly there will be no discomfort.

The steering column looks really simple, the only unique detail is the slightly unusual manual shift paddles. The steering wheel, of course, is sheathed in leather, it was equipped with a small number of buttons designed for the BMW 5 Series e60 audio system and cruise. There are height and reach adjustments. A simple dashboard, for some reason many people liked it. Two large analog sensors with chrome trim, the central part has an on-board computer that signals errors.

The simplicity of the center console is disappointing, it did not receive a large abundance of various equipment. A small display of the multimedia system and navigation is mounted inside the dashboard. After that, under the deflectors, there is a simple air conditioning control unit, roughly speaking 3 washers and nothing more. At the very bottom, seat heating is adjusted.

Partially made of wood tunnel, there we see the much-loved little gear knob. There is a parking button on the handbrake. Nearby is the key to enable the sports mode and the media control puck. Now, on modern cars, along with the washer, they make a bunch of buttons, but this is not here. A mechanical handbrake, an armrest with a compartment for a mobile phone, this is where the tunnel ends.

The luggage compartment of the BMW 5-Series e60 is very good, 520 liters has a trunk volume. It is noteworthy that the station wagon should logically have a larger volume, but it is the same.

Price

This model has already been discontinued, so it is unlikely that it will be possible to buy a new one. There are a lot of options on the secondary market, on average it can be taken in good condition for 750,000 rubles. Complete sets are different, here is what equipment awaits you upon purchase:

• leather upholstery;
• Cruise control;
• power seats;
• heated seats;
• separate climate control;
• xenon optics;
• multimedia system;
• navigation.

In general, this is a good car that has already become legendary. You can buy it yourself, but you will have to be careful when buying. A lot of dead options are offered, do not look at them, when examining, pay attention to the main jambs. Remember that despite your age, repairs will still be expensive.

Video about e60