BMW S62 engine
S62B50 engine data
| Production | Dingolfing Plant |
| Engine brand | S62 |
| Release years | 1998-2003 |
| Block material | aluminum |
| Supply system | injector |
| Type | V-shaped |
| Number of cylinders | 8 |
| Valves per cylinder | 4 |
| Piston stroke, mm | 89 |
| Cylinder diameter, mm | 94 |
| Compression ratio | 11.0 |
| Engine volume, cc | 4941 |
| Engine power, hp / rpm | 400/6600 |
| Torque, Nm/rpm | 500/3800 |
| Fuel | 95 |
| Environmental regulations | Euro 2 |
| Engine weight, kg | ~158 |
| Fuel consumption, l/100 km (for E39 M5) - city - track - mixed. |
21.1 9.8 13.9 |
| Oil consumption, g/1000 km | up to 1500 |
| Engine oil | 10W-60 |
| How much oil is in the engine, l | 6.5 |
| Oil change is carried out, km | 7000-10000 |
| Operating temperature of the engine, hail. | ~100 |
| Engine resource, thousand km - according to the plant - on practice |
- 250+ |
| Tuning, HP - potential - no loss of resource |
600+ n.a. |
| The engine was installed | BMW M5 E39 BMW Z8 |
| Gearbox, 6MKPP | Getrag Type-D |
| Gear ratios, 6MKPP | 1 - 4.23
2 - 2.53 3 - 1.67 4 - 1.23 5 - 1.00 6 - 0.83 |
Reliability, problems and repair of the BMW M5 E39 S62 engine
The new BMW M5 E39, released in 1998 and replacing the M5 E34, has increased in size on all fronts and, to achieve high dynamic performance, the inline six was not enough, especially since the BMW S38 is seriously outdated. It was decided to use an engine with a V8 configuration and the aluminum M62B44 was taken as the basis for the next M-engine, from the existing BMW 540i E39.
The cylinder block was modified: the cylinder diameter was increased from 92 mm to 94 mm, a forged crankshaft was installed with a piston stroke of 89 mm (it was 82.7 mm), the connecting rod length was 141.5 mm, the pistons were modified, for a compression ratio of 11.
Above, on three-layer cylinder head gaskets, are the S62B50 cylinder heads themselves (this is what the M5 E39 engine is called). They are a modified version of the M62B44. Relative to the M62, the S62 has enlarged intake and exhaust ports, uses new valve springs and lightweight valves: inlet 35 mm, exhaust 30.5 mm. Camshafts on the M5 E39 have following characteristics: phase 252/248, rise 10.3/10.2 mm. The variable valve timing system VANOS has been replaced by Double-VANOS (intake and exhaust camshafts). The M5 E39 uses hydraulic lifters and the valves do not require adjustment. Unlike the M62, the S62 uses double row chain Timing.
All intake system redesigned: a large intake receiver is used, and 8 chokes are used, one at a time throttle for each cylinder. The diameter of each is 48 mm. Nozzle performance - 257 cc. The exhaust system is modified, with two catalysts. Brains - Siemens MS S52.
All this made it possible to make almost 5 liters from a conventional 4.4 liter engine and increase power from 286 hp. up to 400 hp at 6600 rpm.
The BMW S62 engine was installed on the M5 E39 and on the rare Z8 roadster.
The release of the motor was discontinued in 2003, along with the end of production of the M5 in the back of the E39, but after 2 years the new M5 E60 appeared, with an even more powerful S85B50.
Problems and disadvantages of BMW S62 engines
Major diseases BMW engines M5 E39 are the same as M62B44. The differences lie in the smaller resource of S62B50, due to the limiting cylinder diameter (burnout occurs cylinder head gaskets) and active operation of the vehicle. In addition, the M5 E39 consumes oil in decent quantities, do not save on it and change it more often than expected (7000-10000 km is optimal). Also keep an eye on the condition of the cooling system and pour in high-quality 98 gasoline, then your S62 will drive as smoothly as possible for an old car.
BMW M5 E39 engine tuning
S62 Atmo
Raise bmw power M5 E39 without the use of supercharging, you can buy a sports exhaust system without catalysts, with 4-2-1 manifolds, cold inlet and chip tuning. These small conversions will allow you to remove about 430 hp. You can improve the result with more efficient camshafts (272/272, lift 11.3/11.3), cylinder head porting with channel boring and valves increased by 1 mm. With the appropriate tuning of the brain, the power of the S62 will increase to 480+ hp. You can also install a 52 mm throttle, pistons for a compression ratio of 12.5 and the maximum possible camshafts, but you can forget about comfortable operation.
S62 Compressor
As an alternative to a revving aspirator, you can install a compressor and immediately get a lot of power. There are a lot of ready-made compressor kits for the BMW M5 E39, you need to buy one of them and put the motor on stock. The popular ESS VT1 compressor kit blows 0.4 bar and delivers 560 hp. and 625 Nm. There are also more powerful kits (0.7 bar), but their cost is 2 times higher than ESS.
Produced in Germany, Mexico and Russia.
Restyling in 2000.
Body
Unbeaten old bmw practically do not occur. Glory of the brand as cars for active drivers contributes to that.
In 2000, there was a restyling and the well-known headlights with clearance rings (angel eyes) appeared.
Doors creak when going over bumps.
On station wagons, the lower edge rots tailgate.
There are scratches on the glass.
The climate control buttons are cracking.
The plastic of the front seats is cracking in the area of \u200b\u200bthe seat belt attachment.
The drainage hole under the windshield is clogged and water enters the cabin.
Electrician
Weak electrical. Refuse generator, starter. The high-voltage cable rots under the bottom and the car will not start.
Refuse segments of liquid crystal displays. Soldering panel contacts helps.
On cars manufactured since 1998, the block fails ABS/ASC.
The air conditioner fan fails ($ 400).
ASC cable stuck . It is treated by replacing the cable.
The passenger presence sensor fails and an airbag error occurs.
The wiper rod wears out, and sometimes the trapezoid assembly.
Window lifters fail.
The headlight adjustment mechanism breaks.
The transistors of the light control unit (LCM) are failing. As a result, the low beam cannot be turned off.
Engine
The M52B20 engine (150 hp, 2.0 l) was installed on the 520 i
The M52TUB20 engine (150 hp, 2.0 l) was installed on the 520 i
The M54B22 engine (170 hp, 2.2 l) was installed on the 520 i
The M52B25 engine (170 hp, 2.5 l) was installed on the 523 i between 1995 and 1998.
The M52TUB25 engine (170 hp, 2.5 l) was installed on the 523 i between 1998 and 2001.
The M54B25 engine (192 hp, 2.5 l) was installed on the 525 i in the period from 2001 to 2003.
The M52B28 engine (193 hp, 2.8 l) was installed on the 528 i between 1995 and 1998.
The M52TUB28 engine (193 hp, 2.8 l) was installed on the 528 i between 1998 and 2001.
The M54B30 engine (231 hp, 3.0 l) was installed on the 530 i
The M62B35 engine (235 hp, 3.5 l) was installed on the 535 i
The M62TUB35 engine (245 hp, 3.5 l) was installed on the 535 i
The M62B44 engine (286 hp, 4.4 l) was installed on the 540 i between 1996 and 1998.
The M62TUB44 engine (292 hp, 4.4 l) was installed on the 540 i between 1998 and 2003.
The S62B50 engine (400 hp, 4.9 l) was installed on M 5 between 1998 and 2003.
The M47D20 engine (136 hp, 2.0 l) was installed on the 520 d in the period from 2000 to 2003.
The M57D25 engine (166 hp, 2.5 l) was installed on the 525 d in the period from 2000 to 2003.
The M57D30 engine (184 hp, 2.9 l) was installed on the 530 d between 1998 and 2000.
The M57D30 engine (193 hp, 2.9 l) was installed on the 530 d in the period from 2000 to 2003.
Diseases of petrol engines BMW M (1933-2011)
Diseases of BMW M diesel engines (1983-present)
Common diseases of BMW engines
Engines are prone to increased oil consumption and overheating. The reason is the failure of the fans and the accumulation of dirt between the radiators. Frequent failures of the pump and thermostat.
Transmission
The automatic transmission is reliable, but the seals may leak and the box will lose oil.
The manual transmission is reliable. The clutch runs 150-200 thousand km and will cost $ 500 with a replacement.
Chassis
Some station wagons were equipped with rear air suspension.
Cars assembled in Russia have 2 packages: "for bad roads” and “for cold countries” (since September 1998). They include different shock absorbers, springs, stabilizers, engine protection and a higher air intake.
After 5 years of operation, the floating silent block ($ 70), the integral lever ($ 30) wear out in the rear suspension. Less often, two more levers wear out ($ 240), even more rarely a silent block in the H-shaped lever, which changes as an assembly with a lever ($ 350).
In the front suspension, the levers go 15-80 thousand km, depending on the driving style, and will cost $ 700. But more often silent blocks of levers wear out, which change separately.
The front suspension is more reliable with 8-cylinder engines - there it is steel, on the rest it is aluminum.
The stabilizer struts go 20 tons. Km.
Control mechanisms
On the left under the hood near the passenger compartment, the drainage is quickly clogged with dirt and the vacuum brake booster is under water.
Weak steering rack. On cars manufactured after 1999, the rail has become more reliable. Rake costs 1500$ .
Knocking the steering shaft cardan.
On 8-cylinder reliable steering gear.
Power steering hoses leak with age. If you start, the power steering pump will collapse without lubrication.
- a true legend of the Bavarian company. Charisma, comfort and power - these are the qualities that make the "five" so attractive. Even today.
Body and interior
At the time of her debut, the E39 was a painted beauty with those very "angelic" eyes. In princepe, well-groomed "five" and today will not cause any special problems to the owners.
The model received a rigid, durable body with a high degree passive safety and good resistance to corrosion. Variants with serious foci of rust are found only after poorly eliminated consequences of an accident. Also, the model has a weak point - the edge of the doors.
Particular attention when choosing a five in the back of the e39 should be paid to the fact that the car has a native body geometry. This is fraught with more problems than corrosion.
Model received rich equipment. Already in the database - climate control, full power accessories and on-board computer on a specially slightly deployed front console to the driver. Noise insulation of the cabin is a reference in its class. Finishing materials are at the premium level, even after so many years.
Comfortable chairs with many adjustments, spacious salon even in a common sedan, not to mention the touring. Model E39 is a role model for many modern cars.
Engines and transmission
First of all, the fives in the back of the e39 owe their popularity legendary engines M series. These powerful and reliable units with good service 300 and 400, and some even up to half a million kilometers, are nursed without any problems.
BMW E39 received a wide range of gasoline 6-cylinder engines: 520i M52 150 hp, 520i M54 170 HP 523i M52 170 HP 525i M54 192 hp, 528i M52 193 hp, 530i M54 231 HP
The complaints of the owners of gasoline fives come down to overheating. It is caused by leaks in the cooling system or the failure of the thermostat. Until 1998, gasoline engines were covered with nikosil from the inside. Over time, it collapsed, which led to the need to replace the cylinder block. And although dealers willingly changed such ICEs under warranty, there is a chance to find just such an engine on sale. Therefore, it is better to check the cylinder block from the inside with an endoscope when buying, and not take risks in vain.
Concerning diesel engines, then for the E39 a 4-cylinder 520d was offered M47 136 HP and more powerful "sixes" for versions 525tds M51 143 hp, and the same legendary M57 for 525d (163 hp) and 530d (184 and 193 hp options). The most popular was the 525d version.
However, experts recommend purchasing petrol versions BMW e39. The reason is simple - other things being equal, diesel mileage will be much more, and repairing them is expensive (in every sense). Plus quality domestic fuel. Plus, possible problems with the turbine on diesel versions of 1999-2000.
To work chain drive The timing of the five in the back of the e39 has no questions: it takes care of 250 thousand km.
Regular quality service engine and a thorough diagnosis of the e39 engine before buying will save you from a very expensive overhaul.
For transmissions. The automatic transmission in the e39, subject to an oil change every 60 thousand km, has served the owner faithfully for decades. The only thing to keep an eye on is whether the oil is leaving through the seals.
To the manual transmission, the owners of claims usually do not arise in principle. But the transmission resource, of course, directly depends on the driving style. On average, the “mechanics” on the e39 serve 150-200 thousand kilometers without repair.
Chassis
Owners note low ground clearance and a feature as a feature of the model. rear suspension"steering" on turns, which gives pleasure to the owner.
As for the design of the suspension, in E39 many solutions can be considered reference ones, in particular, the execution of some parts from light metal alloys. But the sporty character of the car is reflected directly in the resource of parts. And often it is the problems with the suspension and its upcoming costly repairs that cause the sale of this BMW.
The front suspension requires increased attention from the owner. With careless driving, aluminum levers (and there are 2 of them per wheel) live only 15-30 thousand km. But with careful respect for the car, the service life increases many times and reaches 70-80 thousand km. Silent blocks wear out earlier, but also change on their own.
The rear suspension in the E39 is complex, its problem is wishbones and breakup rods. A typical story with stabilizer struts and bushings - they are used as consumables. The trouble comes when the silent block in the large H-shaped lever is worn out.
The brakes of the model are not satisfactory. Sometimes electronics are weird in parts ABS sensor or control unit, but this mainly applies to models up to 1999 onwards. When choosing a used five, you need to pay attention to the condition of the steering rack. The presence of backlash and leakage can have an unpleasant effect on the budget, because the whole part will have to be changed or sorted out.
Experts point out that BMW feature e39 has always been not the most durable steering rack. Therefore, when choosing a used five - close attention to the presence of backlash and leakage. The average life of a part is 80 thousand kilometers, then repair or expensive replacement.
It is noteworthy that for BMW the difference between here
For the first time, the fourth generation of the BMW 5 Series was presented to the public at Geneva Motor Show in September 1995. Touring station wagon debuted a little later - in 1997.
Compared to the BMW E34, the sound insulation in the E39 cabin has improved, the quality of finishing materials and assembly has significantly increased. Despite the apparent spaciousness and solid appearance, inside the E39 is not so spacious. Like its predecessor, the new "five" was designed around the driver. The rear sofa is not too spacious and is clearly not designed for three people. Legroom is less than German classmates, although two passengers in the back will be comfortable. The ceiling is quite low, and landing in the cabin is not very comfortable - due to the large wheel arch, the doorway is narrow.
The trunk will also seem not very large for a car of this class - “only” 460 liters. The luggage department of the station wagon also loses to classmates - 410 liters against almost 600 liters Mercedes-Benz E class. For a surcharge Touring was equipped with a retractable floor luggage compartment. The frame with glass in the rear door of the station wagon can open up separately from the door itself.
The “charged” version of the “five” - the M5 model from the sports division of BMW Motorsport GmbH was released in October 1998. Those wishing to purchase the Bavarian "wolf" need to remember that the M5 is an original model that has whole line differences from the usual E39, and this applies not only to the "stuffing". Some have also changed body parts, even the rear-view mirrors have become different. The car was equipped with a 4.9-liter V8 engine with 400 hp, sports suspension, reinforced transmission, as well as a special aerodynamic body kit, which, however, was optionally installed on conventional modifications.
But the absolute exclusive was the B10 5.7 model, released in 1997 by a tuning company BMW Alpina. Vehicle-mounted 5.7-liter 12-cylinder power unit develops 387 hp. And the maximum torque is as much as 560 Nm! In total, about 500 cars were produced.
At the end of 1999, the Avtotor plant in Kaliningrad began assembling the BMW E39 523i and 528i for Russian market. These cars differed from their German counterparts in a special package for “bad” roads and the absence of a catalyst.
In the fall of 2000, the "five" BMW was upgraded.
The restyled versions differ from the cars of early releases with new headlights with characteristic parking lights in the form of rings made on LEDs (the so-called "angel eyes"). front fog lights changed shape from trapezoidal to round. Bumpers, direction indicators and taillights have also changed. Moldings began to be painted in body color. The range of power units has also been updated.
SPECIFICATIONS BMW 5 SERIES E39 2000 - 2003 SEDAN
ENGINE SPECIFICATIONS
| Modifications | Engine capacity, cm3 | Power, kW (hp) / about | cylinders | Torque, Nm/(r/min) | Fuel system type | Fuel type |
|---|---|---|---|---|---|---|
| 520d | 1951 | 100(136)/4000 | L4 (row arrangement) | 280/1750 | common rail | Diesel |
| 525d | 2497 | 120(163)/4000 | Row arrangement - L6 | 350/2000 | common rail | Diesel |
| 530d | 2926 | 142(193.1)/4000 | Row arrangement - L6 | 410/1750 | common rail | Diesel |
| 520i | 2171 | 125(170)/6100 | Row arrangement - L6 | 210/3500 | Multi-point injection | Petrol |
| 525i | 2494 | 141(192)/6000 | Row arrangement - L6 | 245/3500 | Multi-point injection | Petrol |
| 530i | 2979 | 170(231)/5900 | Row arrangement - L6 | 300/3500 | Multi-point injection | Petrol |
| 535i | 3498 | 180(245)/5800 | V-shaped: V8 | 345/3800 | Multi-point injection | Petrol |
| 540i | 4398 | 210(286)/5400 | V-shaped: V8 | 440/3600 | Multi-point injection | Petrol |
DRIVE AND TRANSMISSION
| Modifications | type of drive | Transmission type (basic) | Transmission type (optional) |
|---|---|---|---|
| 520d | Rear drive | 5-speed manual | 5-automatic transmission, |
| 525d | Rear drive | 5-speed manual | 5-automatic transmission, |
| 530d | Rear drive | 5-speed manual | 5-automatic transmission, |
| 520i | Rear drive | 5-speed manual | 5-automatic transmission, |
| 525i | Rear drive | 5-speed manual | 5-automatic transmission, |
| 530i | Rear drive | 5-speed manual | 5-automatic transmission Steptronic, |
| 535i | Rear drive | 5-automatic transmission | |
| 540i | Rear drive | 5-automatic transmission |
BRAKES AND POWER STEERING
| Modifications | Front brake type | Rear brake type | Power steering |
|---|---|---|---|
| 520d | Ventilated discs | Disc ventilated | There is |
| 525d | Ventilated discs | Disc ventilated | There is |
| 530d | Ventilated discs | Disc ventilated | There is |
| 520i | Ventilated discs | Disc ventilated | There is |
| 525i | Ventilated discs | Disc ventilated | There is |
| 530i | Ventilated discs | Disc ventilated | There is |
| 535i | Ventilated discs | Disc ventilated | There is |
| 540i | Ventilated discs | Disc ventilated | There is |
TIRE SIZE
| Modifications | Size |
|---|---|
| 520d | 205/65 R15 94V |
| 525d | 205/65 R15 94V |
| 530d | 225/55 R16 95W |
| 520i | 205/65 R15 94V |
| 525i | 225/60 R15 96W |
| 530i | 225/55R1695W |
| 535i | 225/55 R16 95W |
| 540i | 225/55 R16 95W |
DIMENSIONS
| Modifications | Length, mm | Width, mm | Height, mm | Track front / rear, mm | Wheel base, mm | Ground clearance (clearance), mm | Trunk volume, l |
|---|---|---|---|---|---|---|---|
| 520d | 4775 | 1801 | 1435 | 1516/1529 | 2830 | 119 | 459 |
| 525d | 4775 | 1801 | 1435 | 1516/1529 | 2830 | 119 | 459 |
| 530d | 4775 | 1801 | 1435 | 1511/1527 | 2830 | 119 | 459 |
| 520i | 4775 | 1801 | 1435 | 1516/1529 | 2830 | 119 | 459 |
| 525i | 4775 | 1801 | 1435 | 1511/1527 | 2830 | 119 | 459 |
| 530i | 4775 | 1801 | 1435 | 1511/1527 | 2830 | — | 456 |
| 535i | 4775 | 1801 | 1435 | 1511/1527 | 2830 | — | 459 |
| 540i | 4775 | 1801 | 1435 | 1511/1527 | 2830 | — | 459 |
VEHICLE WEIGHT
| Modifications | Curb weight, kg | Maximum weight, kg | Load capacity, kg |
|---|---|---|---|
| 520d | 1565 | 2000 | 435 |
| 525d | 1670 | 2135 | 465 |
| 530d | 1700 | 2165 | 465 |
| 520i | 1570 | 2005 | 435 |
| 525i | 1575 | 2010 | 435 |
| 530i | 1605 | 2070 | 465 |
| 535i | 1685 | 2150 | 465 |
| 540i | 1705 | 2170 | 465 |
DYNAMICS
| Modifications | Maximum speed, km/h | Acceleration time to 100 km/h, s | Cd (Drag coefficient) |
|---|---|---|---|
| 520d | 206 | 10.6 | 0.29 |
| 525d | 219 | 8.9 | 0.29 |
| 530d | 230 | 7.8 | 0.29 |
| 520i | 226 | 9.1 | 0.29 |
| 525i | 238 | 8.1 | 0.29 |
| 530i | 250 | 7.1 | 0.3 |
| 535i | 250 | 6.9 | 0.29 |
| 540i | 250 | 6.2 | 0.29 |
FUEL CONSUMPTION
| Modifications | In the city, l / 100 km | On the highway, l / 100 km | Average consumption, l/100 km | CO2 emissions, g/km | Fuel type |
|---|---|---|---|---|---|
| 520d | 7.8 | 4.7 | 5.9 | 156 | Diesel |
| 525d | 9.2 | 5.3 | 6.7 | 179 | Diesel |
| 530d | 9.7 | 5.6 | 7.1 | 189 | Diesel |
| 520i | 12.2 | 7.1 | 9 | 216 | Petrol |
| 525i | 13.1 | 7.2 | 9.4 | 225 | Petrol |
| 530i | 13.1 | 7.4 | 9.5 | 229 | Petrol |
| 535i | 17.6 | 8.5 | 11.8 | 286 | Petrol |
| 540i | 18.4 | 8.8 | 12.3 | 295 | Petrol |
PRICES BMW 5 SERIES E39 2000 - 2003 IN RUSSIA (UPDATED APRIL 22, 2016)
| Modifications according to year of manufacture | Total cars for sale (in Russia) | Average price, rubles |
Average price from Automatic transmission, rubles |
Total for sale with automatic transmission | Average price from Manual transmission, rubles |
Total for sale with manual transmission |
|---|---|---|---|---|---|---|
| 2001 | 66 | 484 893 | 489 790 | 48 | 472 100 | 21 |
| 2002 | 46 | 522 943 | 524 823 | 33 | 510 849 | 10 |
| 2003 | 48 | 652 652 | 653 510 | 35 | 650 495 | 16 |
Body and equipment
The history of the BMW 5 E39 began in 1995 and ended in 2003, having survived one restyling at the end of 2000. Traditionally for a Bavarian manufacturer, the whole machine is built around driver's seat. This does not mean that the passengers were infringed, just the driver was given maximum attention. Despite the rather impressive dimensions of the car, the cabin is not as spacious as it seems from the outside, but with a height of up to 190 cm it will be comfortable for everyone, even those sitting behind the driver.
The quality of finishing materials and assembly are top notch, most prone to damage door cards. Noise isolation at the "five" - on the five (on a 5.5 point scale), it is desirable to additionally "silence" the doors, especially if you like high-quality sound in the car. Regular music is also not perfect, often cassette recorders are included in the package, if there is a CD changer, then you still can’t see MP3, but this can be easily fixed (if there is money left after purchase).
But the equipment of the car most often pleases, because even in the “base” it was already relied on: electrical accessories (mirrors, windows), air conditioning, 6 airbags, hydraulic booster, ABS (anti-lock braking system), ASC + T (traction control system) and DSC III ( electronic system stabilization). Moreover, cars with more richly equipped, For example, dual zone climate control is almost the norm.
The most noticeable change after restyling was the front optics, and then the famous "angel eyes" were born. The rear lights and direction indicators have also changed, the fog lights have become round, and the moldings on the bumpers have been painted in body color. The decorative grille has changed and the design of the steering wheel has become M-style. The range of engines has also been updated.
The body of the BMW 5 E39 is very resistant to corrosion if there was no damage. Even the highest quality refurbishment will not return the former resistance of the metal. And with the current regime of urban traffic, as well as taking into account the pace of movement, it is precisely BMW owners, there are not many unbeaten copies left. But whoever seeks will find.
BMW 5 E39 engines
The engine is the heart of any car, and in the case of BMW, this expression becomes even more relevant. For a rather heavy E39, the optimal combination of power / cost, many consider a 2.8-liter engine (193 hp), after restyling it was replaced by a 3-liter (231 hp). If you take into account that the fuel consumption and the total cost of maintenance for all 6-cylinder engines are about the same, then there is simply no point in buying a 2-liter BMW 5 E39. In extreme cases, you can take a 2.5-liter engine if a well-groomed copy of the "five" is caught.
On the BMW 5 Series, in the back of the E39, the following gasoline engines were installed:
M52 - reliable in-line six-cylinder engines. Displacement: 2.0 (520i), 2.5 (523i), 2.8 (528i) liters. Since 1999, they have become maintainable, until that time the engines were produced with a nikasil coating of the cylinder walls. This coating is very sensitive to the sulfur content in gasoline (and this goodness is enough in our fuel). Sulfur destroys this coating, after which the engine cannot be restored and repaired. Since the end of 1998, modernization has been carried out, the M52 motor was equipped with cast-iron inserts (sleeves). Modified engines are designated M52TU.
M54- R6 engine, which began to be installed after restyling. Displacement: 2.2 (520i), 2.5 (525i), 3.0 (530i) liters. It differs from M52 more power(2.5 liter M54 192 hp, and 2.8 liter M52 - 193 hp), others intake manifold, electronic throttle and gas pedal, as well as another engine control unit.
M62- V-shaped eight-cylinder engine. Displacement: 3.5 (530i), 4.4 (540i) liters. In the production of M62, a nikasil coating was also used, but in parallel with it, an alusil coating was also used - a stronger and more reliable material that was not affected by sulfur. After March 1997, the Bavarian manufacturer began to use only alusil coating. Updated motor marked M62TU, also received the Vanos variable valve timing system, which is discussed below.
IN BMW engines 5 E39 began to use a revolutionary, at that time, adjustment system camshafts, which control the intake and exhaust valves. Thanks to this system, low revs the torque has increased greatly, and the car accelerates perfectly from the very bottom. There is "just vanos", which regulates only intake valves, these were installed on the M52 before restyling, as well as on the M62TU. As well as the “double vanos” (Double Vanos), which already controls the exhaust valves, which allows you to get even traction in almost the entire rev range. This was installed on the M52TU and M54.
The disadvantages of this system include only repair. The average service life, with proper maintenance - 250 thousand km, depends mainly on the quality of the oil. It will cost from $1,000 to change the complete system, although there are repair kits that are much cheaper ($40-60 without replacement work, for a “single-ended engine”). In some cases, a repair kit will no longer help, only a replacement. Signs of a "dying vanos": poor (sluggish) traction up to 3000 rpm, a rumble or knock in the front of the engine and increased fuel consumption.
On the BMW 5 series, in the back of the E39, such diesel engines:
M51S and M51TUS - diesel engines with injection pump. Working volume - 2.5 liters (525tds). Pretty reliable (in good hands), the timing chain runs 200-250 thousand km, the same as the turbocharger. After 200,000 km, the injection pump will also need to be repaired (expensive). Often the engine control electronics are junk.
M57- more modern turbodiesels, already with direct fuel injection (Common Rail). Working volume - 2.5 liters (525d), 3.0 liters (530d). In general, the M57 is more reliable and more powerful than the M51, subject to the use of high-quality diesel fuel(in our realities, this is a difficult condition). Engine hydraulic mounts are very complex and cost a lot of money. Of all the 530D diesel engines (184 hp - M57, 193 hp - M57TU) - the most preferred option, but necessary Very thorough diagnosis before purchase.
M47- the only one four-cylinder engine throughout the E39 series. Working volume - 2.0 liters (520d). With a turbine, intercooler and Common Rail system - develops 136 hp. Appeared after restyling, in fact a small M57.
Common problems for all engines that BMW E39 owners may encounter: 
Weak cooling system, the oversight of which is fraught with the "death" of the engine. The main culprits are the auxiliary fan motor, thermostat, clogged radiators, and neglect to regularly change the coolant. It is highly recommended to clean the radiators (with disassembly) at least once a year (if the runs are short, then once every two years). On V8 engines, coolant expansion tanks often burst, and the average "life" of cooling fans is 5-6 years.
Another sore is the ignition coils, which really do not like non-original candles, and the original ones with our fuel are enough for 30-40 thousand mileage. But the cost of one coil is $60, and each cylinder relies on one separate coil. From electronics, lambda probes can also disturb ( oxygen sensors, there are already 4 of them on the E39), an air mass meter and a crankshaft position sensor and camshaft. Not necessarily all this “happiness” will fall on you, and right at the same time, but to prevent this from happening, do not spare money on diagnostics before buying an E39.
BMW E39 gearbox
Both mechanical and automatic gearboxes that were installed on the BMW 5 E39 are quite reliable, but the “human” factor is always present. Manual gearboxes mainly 5-speed were installed, with six steps only the M5 version and some 540i were produced. After 150,000 km of run, the plastic bushing of the shift lever often wears out (it starts to hang out), seals can also leak. The manual transmission maintenance schedule is 60,000 km, at the same time it is necessary to change the oil in the gearbox. Before buying oil, check for stickers on the box and gearbox, as they indicate the type required oil. It is highly not recommended to buy a car with a "killed" clutch, because when replacing the clutch, you most often have to change the dual-mass flywheel, which is expensive. With quiet operation, the clutch can “depart” even 200,000 km, but in reality, the average service life is about 100,000 km. 
If automatic box carefully diagnose before buying (there should be no shocks, jerks, switching should be invisible), then there should be no problems in the future. In most automatic transmissions on the E39, the oil is filled for the entire life of the car, that is, there is no need to change it. And this is the subject of eternal debate in specialized BMW forums. One side believes that if everything works fine, then the oil does not need to be changed. The other side argues that the manufacturer's service life, on average, lays 250-300 thousand km. And if you do not change the oil every 80-100,000 km, the oil will lose its properties, and the filter will become clogged with dust from friction wear, which will lead to failure of the box. All service stations support the side regular replacement oils.
Chassis and steering
The suspension of the BMW 5 E39 is clearly designed for German autobahns, in our harsh realities, the resource of both the front and rear suspension is not enough for a very long time. Some believe that this is due to the aluminum suspension, but the metal has nothing to do with it. Aluminum is used to reduce weight, and does not affect the life of the suspension, but the cost. Silent blocks fail, ball joints, shock absorbers and stabilizer struts. Silent blocks change separately, but ball joints only with a lever together, but they “walk” about 100,000 km. The stabilizer struts are almost a consumable, you can safely take it in reserve, since you will have to change it every 20-30 thousand km. On the E39 with R6 and V8 engines, the front suspension has different levers, shock absorbers and steering knuckles, they are not interchangeable, and on versions with eight cylinders, the chassis is more durable.
On versions with V8 steering also an order of magnitude more reliable, paired with such heavy motors, they installed reliable worm gears. And on the R6 they put ordinary steering racks, which do not shine with special reliability. For some time, knocking can be removed by adjustment, then restoration or replacement. There are two types of fluid in the steering system, mixing leads to leakage and the “death” of the power steering.
You can't forget about the rear suspension either. You can start with the stabilizer struts, as in the front. In second place in terms of frequency of replacement are “floating” silent blocks, there are 4 of them with an average mileage of 50,000 km (Chinese-Polish no more than 20,000 km). The rear suspension arms are only assembled. front wheel bearings, by the way, also change only together with the hub.
When servicing the chassis of the BMW 5 E39, it is recommended not to delay the elimination of individual breakdowns or knocks, it is better to fix the problems gradually than to end up with a car with a completely “killed” suspension. One broken silent block can speed up the destruction of other suspension elements several times.
By the mid-nineties, they looked good against the background of competitors, but there were also enough shortcomings. Emphasized sporty character, harsh suspension and cramped interior. In addition, stylistically they began to become obsolete, remaining an important, but intermediate stage between the classic “shark nose” of Paul Braque and the more recent corporate identity from Joji Nagashima, which received a start in life from the third series in the back of the E36.
The development of design tools significantly accelerated the renewal of the model line of cars, and BMW took full advantage of this, at the same time expanding the lineup and a range of engines and configurations. In general, when in 1995 it was time to update the fifth series, from old model there was nothing left at all, except for some minor knots.
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Pictured: BMW 5 Series Sedan, BMW 5 Series Touring, BMW 5 Series M5
The engines were new, although structurally very similar to the engines of their predecessor. The automatic transmission, suspension, and bodywork were new. Many auto journalists of those years wondered if it was necessary to change the perfect E34 chassis for something radically different, if by and large it remained one of the best and driver's? But the best is the enemy of the good, in its German sense, and the good was ruthlessly swept out of the way of progress. As history has shown, not in vain. Many still consider the E39 series of "fives" the best in recent history in terms of quality, drive and reliability. Their time has passed, but there are a lot of such cars on secondary market and they still look very appetizing from all angles. Not too old, no longer very prestigious, but still quite modern and comfortable, and they have enough charisma. And if you are interested in this car, then read on.
Technique
The mid-nineties is the heyday of the German automotive school, and the E39 demonstrates this perfectly. The body outside is not much larger than that of the ancestor, but inside there is space. And chic at the same time! Finishing materials have become even better, the number of trim levels has increased, there are many options and great finishes, but the very cheap trim levels have slowly faded away.Suspensions have acquired aluminum levers, the rear suspension is a traditional multi-link, and not the original "ersatz" as on the 34th series. The front suspension uses hydraulically filled joints, often incorrectly called floating silent blocks. An innovation was applied to the electrical system - an especially quiet water-cooled generator, which became a curse for the second and third owners. Automatic transmissions are even more modern, and engines are in-line sixes and V8s. They temporarily abandoned the small gasoline “fours”, besides, the “sixes” became more powerful, the “minimum” engine had a power of 150 hp, up to 98, and after that - already 157 forces. Starting in 2001, the displacement of the 520i model was increased to 2.2 liters and power to 170 hp. But in addition to the six-cylinder 2.5, another 2.8 and 3.0 engine versions appeared. The V8 did not become more powerful, on the 540i version they still installed a motor with a magic power figure of 286 hp. The M3 originally had the same amount in the back of the E36, so much did the V8 of the M60 series under the hood of the E34 develop, and two had the same power different motors M62 under the hood of the hero of today's story.
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The sports version of the M5 replaced the in-line “six” under the hood with a completely new V8 with a capacity of 400 hp. The range of diesel engines has also expanded: the junior four-cylinder engine on the 520d had a power of 136 hp. - almost as much as the top-end diesel of its predecessor, and the more powerful 525tds, 520d and 530d boasted engines with 143, 163 and all 193 hp, respectively. The steering became rack and pinion, sending the steering gear to rest (I will make a reservation that there was already a rack on the all-wheel drive 525iX E34, although there were few such cars). All these factors, as well as the use of a new generation of electronics for managing security systems, endowed the car with an excellent combination of comfort and handling. Moreover, the pleasant sharpness of control did not run counter to safety in the hands inexperienced drivers, but did not make the real drivers wince because of the hard "electronic collars".
Breakdowns and problems in operation
Engines
The M50 series of engines, which was so fond of the buyers of the past "five", was ruthlessly replaced by the most progressive scheme at that time with an all-aluminum block and a conditionally eternal nikasil coating of cylinders. The change of cast iron to aluminum gave at least a dozen and a half kilograms of a difference in mass, and also promised fast warm-up motor. In many ways, the engines are very similar - layout features, dimensions and dimensions, especially in the first versions. By the way, at first a thermal accumulator was installed on the car to speed up warm-up, but now this option is unlikely to be preserved by anyone. About the problems of nikasil blocks, features of the technology and about how. However, in relation to the E39 model, you only need to know that at first the engines were coated with nickel cylinders, but in the US and Canadian markets these engines could not withstand local gasoline, and then thin-walled technology was used. cast iron sleeves– the motor remained the same. During repairs performed by factory methods, the block was also replaced with a block with cast-iron sleeves. What specific technology is used in the piston group of the motor can only be found out by checking the block number and inspection - often the blocks were sleeved by non-factory methods. But in any case, the units of this series are very reliable, with older models being simpler and considered slightly more reliable than later series. The following representatives of the series are found on the E39. The M52B20 motor was installed on the 520i model until 1998, when it was replaced by the more progressive M52TUB20, in which phase shifters were used not only on the intake, but also on exhaust camshaft. Such a timing system was called Double VANOS, and the power increased from 150 to 157 hp.
In the photo: under the hood of the BMW 540i Sedan
Motors of the same series, but with a larger displacement, were also equipped with 523i models until 2000. Until the 98th - M52B25, and from the 98th to 2000 - M52TUB25, with a capacity of 174 and 170 hp, respectively (no, no, I didn’t mess up anything, the power decreased!). On the 528i, the M52B28 and M52TUB28 were installed, each with 193 hp. every. After restyling the model in 2001, the M52 series was replaced by the M54. This series of engines is a development of the M52 engines, but was equipped only with cast-iron liners, received a new intake, new system ignition and a new piston group. The 520i received an M54B22 engine with a capacity of 170 hp and a volume of 2.2 liters. Model 525i - M54B25, and 530i - M54B30, with a capacity of 192 and 231 hp. Unfortunately, new design piston group and more heat temperature control makes these motors less resourceful than their predecessors. The rings often lie and wear out at runs up to 200 thousand kilometers, and the engine itself has become very hungry for oil. In addition, there are problems with the pump - from the factory they installed a pump with a plastic impeller, and not a ceramic one, with an intake manifold. But again, despite a lower resource and several typical malfunctions, the motor is considered very reliable, especially against the background of more new N-series.
In the photo: under the hood of the BMW M5 (E39)
V8 engines are represented by the M62 series - in fact, an improved version of the M60. The working volume increased slightly, and with it the torque. Power remained about the same. Motors M62B35, M62TUB35 M62B44 and M62TUB44 were installed on the 535i and 540i models until the very end of the model's release. In general, the motors are extremely reliable, but the high thermal load of the engine affects, problems often arise with rubber elements - oil seals, dampers, and especially with valve stem seals. The weak point of all motors is the cooling system. Like , possible problems you can expect it from anywhere, from the banal contamination of radiators to the breakdown of the motor fan drive or the loss of antifreeze due to leaks or through the tank cap. Sensors and electrics are still relatively reliable, but on the machines of the first releases, breakdowns are already starting due to the destruction of the engine compartment wiring. Another trouble is oil leaks due to problems with the rubber of numerous oil cooling tubes and crankcase ventilation. The most banal thing is to leak through the seals, but it’s worth checking the exit to oil radiator and motor covers. And don't forget about tightness control intake tract: the plastic here is rather weak and cracks, and sand and dust at the inlet can ruin even the nikasil block of the early M52, not to mention the cast-iron sleeves. The Double VANOS system usually requires replacement as a whole with runs over 150-200 thousand kilometers, when choosing old car this may be significant. On the first M52 motors, the system resource is noticeably higher, with careful handling and quality oil it can stretch for half a million kilometers, and there there will be enough problems with the motor without it. And about oil. If the engine consumes oil, and the owner pours “topping up” anyhow, then this is a sure sign that the engine will have an extremely expensive repair. The wear of all components is guaranteed - simply replacing the pistons and piston rings will not work. All motors are extremely technologically advanced and require a high maintenance culture, pure oil and timely replacement. Moreover, the application low viscosity oils(in the case of BMW, these are even SAE30 oils, almost standard now) is highly discouraged, especially on engines with high mileage. This can lead to numerous problems with the operation of the timing, and the risks of damage to the crankshaft and piston pins increase, although the engines are not turbocharged.
transmissions
Already in the mid-90s, BMW remained one of the few companies offering a combination of powerful motors And mechanical boxes gears. And just with the "mechanics" there are no special problems - except that the two-mass flywheel is very expensive. And if it has not crumbled and is not overheated, then it is better to repair it than to change it. Here with the automatic transmission, everything is a little more complicated. Here, mainly ZF boxes of the 5HP24 series were installed, one of the most progressive at that time. But on a number of cars, the American GM5L40E can also be found, theoretically stronger, but delivering much more trouble. As for the ZF, the typical problems here are overheating, wear, followed by hydraulic problems and design flaw- wear of the clutch pack A, which is typical for V8 engines and diesel engines. When the oil is contaminated, it often also breaks the group B clutch bearing. Cheaper problems are associated with noticeable solenoids, sensors, and other things. The total resource of the box before the first repair, provided timely replacement Supplies- at least 250 thousand kilometers, so we can assume that most of the cars have already undergone automatic transmission repair.
The cost of work with the replacement of the filter, gas turbine engine linings and typical problems is at least 18-30 thousand rubles for spare parts, plus the cost of work. Usually in the amount of not less than one hundred thousand. Since the box is one of the most common, it is often found in repairs, and it is well repaired. Spare parts are also available - in general, do not worry, this is not the most problematic part of the E39. Traditionally, attention should be paid to cardan shaft, and its intermediate support. As a whole, it is still expensive.
Chassis
Traditionally, the most unpleasant problem for the owner is the suspension. Especially if you change everything only “after knocking”. There are several reasons: there is a high cost of original spare parts, and difficulties with restoring aluminum levers and pressing silent blocks into them (many services do not undertake this in principle), and the lack of an inexpensive and high-quality original. As an alternative, “all-Chinese” steel levers with dubious geometry and for non-original silents, but after all, BMWs are bought for the sake of handling and dynamics, and the character of the car after such a replacement can irreparably change for the worse. Traditional weak points - lower wishbones and silent blocks of the front jet thrust, floating silent blocks of the lower wishbones of the rear suspension. Moreover, the price of the lower wishbone the assembly goes off scale for 20 thousand rubles, and when tightened with the replacement of silent blocks, it will definitely require a replacement as a whole, moreover, the non-original simply does not exist in nature.
Body
Iron does not differ in special corrosion resistance. As the proverb says, “there are no BMWs that don’t break,” so it all depends on how the body was looked after and how it was restored after accidents. Traditional weak points are the sills, the front "poliks" of the bottom of the body, the bottoms of the doors and rear arches. Damage is usually not too serious even on older machines - through corrosion occurs only on completely neglected specimens, but it is difficult to deal with it. If there are not enough plastic and aluminum elements on the bottom, then the risk of corrosion increases many times, and it will begin from the seams.
