Probably, the debate about which motors are better will never subside. All motorists are conditionally divided into several "camps", the largest of which are fans of German, Japanese and American brands. In this article, we will consider the most successful, in our opinion, BMW engines and talk about their reliability.
Among BMW owners, you can easily find those who own a car with real mileage more than 500,000 kilometers, you can even meet those on the speedometer of which there will be a mark under 1,000,000 kilometers. And this is not a myth, such engines really exist.
We placed the M57 engine in the category of the best diesel units. This six-cylinder diesel engine has established itself as a very reliable and at the same time quite dynamic power unit. His merits can be safely attributed to the change in the perception of diesel engines as "motors for pensioners", "tractor engines for taxis", etc. A striking example is the BMW 330d in the back of the e46, whose dynamics were impressive without exaggeration.
M57 engines were produced from 1998 to 2008 in several modifications with power from 201 to 286 Horse power and were installed on most models of those years. In addition, Range Rover Vogue was also equipped with these engines. It is worth noting that the predecessor of the M57 diesel engine, the M51 engine, which stood on the assembly line from 1991 to 2000, did not differ in the same reliability, although it easily “nurtured” up to 500,000 kilometers without overhaul.
We gave the next place on the list to the M60 V-shaped eight-cylinder engine. It is worth noting right away that V8s in the global automotive industry have established themselves as powerful, but not very reliable engines that hardly “hold out” without major repairs to a mileage of 500,000 kilometers. However, in the case of the M60, BMW designers managed to make a breakthrough. Timing with a double-row chain, careful study of the design and special nickel-silicon (“Nikasil”) coating of the cylinders provided the motor with a long service life. There are documented cases when, with runs close to 500,000 kilometers, when disassembling and debugging it, there was no need even to replace the piston rings. Of course, time takes its toll, and today it is quite difficult to find a “live” motor of those years, but it is still real. During the operation of these engines, BMW decided to abandon the Nikasil coating, which turned out to be sensitive to sulfur impurities in the fuel, in favor of the improved Alusil coating. M60 engines were produced from 1992 to 1998 and installed in the BMW 5 and 7 Series.
For most motorists, the phrase "inline six" is associated with BMW. And one of the representatives of such engines, distinguished by reliability, is the M30, the first modification of which was released back in 1968 and later stood on the assembly line until 1994.
The power of the M30 engine ranged from 150 to 220 horsepower with a displacement of 2.5 to 3.0 liters. The reliability of this motor is due to the simplicity of the design: chain drive Timing, cast iron cylinder block, aluminum cylinder head with two valves per cylinder. The margin of safety inherent in the M30 engine allowed Bavarian engineers to make its turbocharged version of the M102B34, the power of which was 252 horsepower. To do this, the engine required a minimum amount of modifications.
M30 engines were equipped with BMW 5 and 7 Series of several generations. With proper maintenance, these motors can easily travel up to 500,000 kilometers without major repairs.
The successor to the M30 was the most "legendary six" - the M50. The working volume of this engine ranged from 2.0 to 2.5 liters, and the power was from 150 to 192 horsepower. Just like its predecessor, the cylinder block of this power unit was cast iron, and 4 valves per cylinder were used in the design of the aluminum cylinder head. In addition, later versions of the M50 engine began to be equipped with the Vanos valve timing system. Like the rest of the engines from this article, with timely maintenance, the M50 can easily “nourish” up to half a million kilometers without major repairs. The new generation of this motor, which received the M52 index, despite a more complex design, retained its reputation as a reliable unit, but, as time has shown, it loses to its predecessor in terms of resource and the number of breakdowns.
As for modern turbocharged BMW engines, then it is probably too early to single out favorites among them ...
2003 is famous for well-known automaker announced new brand car BMW 116. 10 years have passed, but they have not forgotten about it and do not even talk about it as a vehicle written off as scrap. What kind of cars have not seen Russian roads, but this particular model commands respect.
If you choose from the general product line BMW 116, then the dealers mainly get used cars, often changing more than one owner. Would you like to invest in a budget option- the above vehicle come in handy: all the owners monitor the technical condition of the iron "girlfriend".
The reviews are different: someone is happy with everything, someone bought it and was disappointed, and some owners are in a hurry to immediately get rid of the car that did not justify the money spent. There are few such drivers, but they exist. For the most part, they are happy with the car.
One of the buyers said that five years ago he bought a similar vehicle from his hands. Bribed black body color, mileage of 11,600 km and year of manufacture. In appearance, the car is beautiful, it was not in vain that it was prepared for sale: the interior is in perfect condition, the seats are covered with brand new velor, the ashtray shines, it does not smell of ammonia and heated plastic, as in Japanese cars. It even suited the fact that the BMW 116 had a price slightly higher than $17,000, although I saw it on websites: for a similar product with an engine capacity of 1.6 liters, they asked for $13,000.
Sat in the salon. The first sensations in the driver's seat: a bit cramped, sitting hard, dull at the start, visibility in small mirrors is rather weak. As soon as I left the track, I realized that I was nervous in vain: it rides amazingly. The noises are within the normal range, the crickets do not yell, the air conditioner keeps the temperature, the speakers, however, are rather weak, but the sound of the radio is clear, the car obeys the steering wheel like a well-trodden horse.
The buyer traveled for two months on a BMW 116, then went to a car service. MOT went quickly, no failures. He agreed that he would appear here as soon as he took 20 thousand kilometers with an iron girlfriend. While winding them up, I realized that this car was not for forest roads: the landing is rather low and the wheel disks quickly fly from rolls through the roots of trees. On sale 44 size did not meet, I had to order.
For the city, the BMW 116 is an ideal option: it maneuvers perfectly, paves the way without problems, the sensors on the panel do not lie, the doors do not rattle. But there are also disadvantages: the trunk is small, on rear seats made of plastic, it is uncomfortable to sit, the front pockets with a handkerchief, the steptronic does not think well and the motor is rather weak.
The rest of the owners say: if you are going to drive 800 kilometers, then calculate the amount of gasoline with a margin. On the track, the engine “eats” a little more than 5.5 liters per 100 km, if you have to accelerate when overtaking other cars. In other cases, you will even save on fuel.
For summer trips, you can purchase a convertible. The design of the car is such that overtaking will be easy for you: feel free to step on the gas and smile at your neighbors driving in the oncoming lane.
If your weight is not more than 75 kg and grew up to 180 cm, then you will spend 12-13 hours on the road in one breath. A harsh driver's seat with lateral support and a low landing just to fix the neck and spine in a comfortable position for you. No discomfort - no unexpected pain.
But the computer perceives Russian rains as doomsday: it gives out that the windshield wiper will soon fail. However, he continues to work the former regime, so you can ignore the letters. In winter, the inscription may appear: "It's time to get acquainted with the next service station due to a malfunctioning drive." But this is also an oversight. Quality and reliability are two components German concern, which he invested in the car.
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Diesel engine has more high efficiency in the mode of full return and noticeably higher - in the mode partial loads and idle. The principles of its operation interfere with the gasoline engine - the presence of a throttle, the formation of a mixture outside the combustion chamber, the inability to work on lean mixtures. Partial load mode for him is uncomfortable and extremely harmful. In this sense, the advantage of the diesel engine is absolute.
Its average temperature is noticeably lower, and in the mode of partial loads and idling, a modern diesel engine may not even warm up to the nominal operating temperature at all. Thanks to these features, the diesel engine is almost not afraid of traffic jams, and even more so - idling: it’s not so scary to stop it with an everyday plug start-stop. The heat dissipation of a diesel (turbodiesel) is not only lower, but also "smarter" - the presence of a turbine is almost a guarantee that in a cork crush you do not load the engine with excessive power - on low revs she barely works.
In the bottom line, from the point of view of the load on the oil, which, by the way, in a diesel engine is always about 20% more than in a gasoline counterpart of a similar displacement, a diesel engine qualitatively outperforms a gasoline engine.
It is also possible to recalculate, for example, the power dissipated on average per volume of oil, etc. - in all this, the diesel internal combustion engine wins with a margin and "for clear advantage". And if we also recall the "traditionalist" conservative manners and fads, change the oil in a diesel engine every 7-10 thousand runs (well, we have "dirty diesel fuel" - and advertising is blatantly lying about EURO5, and the oil is here already "black" such), then a diesel engine, from the point of view of the expected resource, is almost eternal even in the conditions of Russian operation. Let's add here a few more possible factors that characterize the likely favorable driving conditions for such cars - diesel engines are often bought by those who travel far and with high average speed...
Total: a modern diesel engine is significantly different from a modern gasoline engine in terms of expected resource precisely due to lucky coincidence technological features. I'll tell you how much below.
Now questions that are often asked on this topic:
How modern are BMW diesel engines? BMW makes some of the best quality and modern diesels- they are economical, high-torque and reliable. In the most modern versions, they are also very quiet, which cannot be said about most competitors. BMW latest For 20 years, he has been doing nothing but turning his successful gasoline engines "into diesels", trying to get "ecology and economy" out of them through monstrous technological tricks. The results, if you do not take into account the victory in the "engine of the year" competition, are actually deplorable. But in the design of a diesel engine, it is deprived of a huge amount of technological and environmental debris: VANOS, Valvetronic, a controlled thermostat, and so on. Diesels are just improving in technology, with minimal environmental troubles. At the time of 2012, in the battle of gasoline / diesel, diesel unconditionally wins.
What can be said about specific models? M21 - never seen. M51 - seen a couple of times, an ordinary tractor. M57 - a great option for X5. On a sedan, it seems strange to me, although this is a matter of taste. N57 - quiet, almost "gasoline" in sensations diesel engine. If it weren't for the short rev range, it would be hard to distinguish it from a petrol turbo engine. The N47/M47 are loud but very economical engines. There are seemingly already solved problems with the timing, which are not at all easy to solve if you still encounter them. In any case, this is a choice for savings.
Are there statistics?Full measurement and inspection diesel internal combustion engines requires removal of the injectors. This is not a quick or cheap procedure. I do not have measurement statistics for these motors, and there are few requests for them in principle. The reasons are explained in the next paragraph.
Resource? Even on unsuccessful "recommended" oil and equally unsuccessful analogues of this oil, you run the risk of leaving 200-250 thousand km or even more without problems. And this is practically without oil consumption and on almost any of the BMW diesels. With the condition, of course, that the motor did not overheat and was operated normally. Subsequently, problems will arise about the same as those of gasoline counterparts. The processes in the CPG there are completely similar, they just happen more slowly and the threshold of visibility, thus, is pushed back by guaranteed 5-7 years of completely comfortable operation. The more your annual mileage and the higher average speed- the further the moment of the onset of problems with oil consumption is postponed. What the owner of a gasoline engine should worry about already on a run of 40-60 thousand (!), His diesel counterpart may not be disturbed at all during the entire time of owning a car.
Problems? I think the main problem is fuel equipment - for a diesel engine it is really not cheap. One gas station "with sand" and repair can unpleasantly surprise you with its cost. However, if you use "regular" oil, problems will definitely appear in the above interval, it's just that most will not even consider them problems. The vast majority of owners of gasoline BMWs do not show any signs of anxiety at all up to an oil consumption of 1 liter per 1000 km. and even 3 liters per 10,000 km. Most likely, the logic “well, thanks for holding out for 5 years, and now you can forgive” will work, instead of the reasonable logic “I didn’t eat at all, why did I start now?”.
Article source: bmwservice.livejournal.com/42123.html
BMW engines quite strongly associated in the minds of many motorists as "high-tech" and "reliable". The concepts, by the way, are often mutually exclusive. My long experience in the auto service industry and communication with owners, testifies to a vague idea of real resource engines of this brand, both in general and each model in particular, in "public opinion". My personal experience A summary based on detailed inspections of several hundred BMW ICEs over several years is presented below.
M10, M20, M30, M40, M50
Engines conditionally first generation. Primitive crankcase ventilation system based on the principle of pressure difference. The thermostat opening point is about 80 degrees. With a run of 350-400 tkm, they may have a minimum CPG wear. Oil seals lose their elasticity by 250-300 tkm. The relative probability of problems with them is even higher than problems with rings. With the occurrence of rings, the probability of reversibility to the nominal state is quite high. The exactingness to the oil is low - especially since the main period of operation occurred at the time of the development and formation of the market for high-quality "synthetics". The latest generation of real trouble-free "millionaires", repaired "on the knee" in a garage.
Characteristic operational features of the first generation engines:
M10 - single-shaft, with an ignition distributor, carburetor, multiple modifications extended its life span for almost 30 years. It is found on a huge number of cars, most of which never made it to Russia.
M40 - "comfortable modernization" M10 - belt drive and hydraulic lifters. An uncommon but relatively unproblematic subspecies.
M20 - "six" with a belt drive, which replaced the M10 and occupied an intermediate position between it and the older model - M30. The development potential of the M10 rested structurally on displacement, that is, on an increase in the total volume and specific volume of cylinders. Without exceeding the "design optimum" of 500 cubic centimeters, with four cylinders of two liters, it was by no means a jump out. An additional two cylinders gave the required power potential. We are well known for cars in the 34th body, where it has proven itself well.
M30 - the main "six" of the first generation with a classic set of characteristics - one camshaft and ignition distributor. The list of modifications is also wide, including the first sports engine V modern history BMW - M88, which served as the basis for the well-known S38 engine for M-series cars. He also found the main application in numerous modifications of cars in the 32nd and 34th bodies - the leaders in the number of cars of this generation imported to Russia.
Among the general distinctive characteristics one can note the low compression ratio of the first generation engines - with numbers like 8:1 and 9:1, on the one hand, it made the engines insensitive and undemanding to the octane number of fuel, on the other hand, it made factory turbocharged modifications possible without significant modifications.
Formally, in terms of resource characteristics, it can be considered the last potential "millionaire" of the first wave, but it has a number advantageous differences from first generation engines, sufficient to consider it apart from the above dinosaurs. First, the engine has finally found its much-needed BMW civil purpose four valves per cylinder, basing the fashion on the "explosive" nature of the "medium" and firmly securing this glory for BMW engines. Individual ignition coils have also been added, and with them spark plugs of a new “refined” standard (here it is, the true sign of a generational change on an industrial scale). It was he who became the legislator of the subsequently almost undisturbed proportion of "1 Nm per 10 cubic centimeters of volume", which was inaccessible to atmospheric engines the previous generation. Of course, this required a significant increase in the compression ratio from 10 to 11:1 (sic!) - a parameter later repeated only in the N52 generation in 2005. It is not surprising that the engine normally runs on gasoline with OCH at least 95, which is a surprise for many owners, but for a two-liter modification, and, to tell the truth, it is frankly not enough. Yes, indeed, another novelty of this engine, knock sensors, helps to partially compensate for such operational “illiteracy”, but adjusting the ignition timing only helps to mitigate the consequences of refueling with unsuitable fuel after the fact: the car does not drive better from their presence, alas. In addition, it was the last "civilian" modification that used the time-tested "indestructible" combination " cast iron block- aluminum cylinder head. As a result, the M50, which appeared in 1989, has become and, perhaps, will remain the most successful BMW unit in terms of consumer characteristics.
Considering this engine as an evolutionary development of the M50, it would be more correct to head the paragraph as "M50TU-M52". It was the “M50” updated in 1992, with the factory index M50TU, that received a relatively reliable valve timing control mechanism. intake shaft, today commonly known as VANOS. The addition of two valves led to a doubling of the flow area, which, as expected, affected the deterioration of the filling of the cylinders at low revs. In turn, this caused a distortion of the torque characteristic in the direction of "torsionality", but such a "characteristic" of the engine is inconvenient for slow movement. VANOS was designed to compensate for this "shortcoming" by slightly stretching the moment characteristic. Contrary to popular belief, this did not lead to an increase in the specific power of the engine. The power was increased in a known way - the displacement of the most powerful modification was 2.8 liters - the minders "added" 300 cubes. There is a version that 2.3 and 2.8 liter modifications, unusual for the world engine building, were adjusted to the tax requirements in force in Germany of that period. The M52 block was made of aluminum, and a heavy-duty nickel-plated coating was applied to the cylinder walls. All other changes mainly affected the environment: the M52 became the first engine with an "environmental" ventilation system. crankcase gases- a valve with a reference atmospheric pressure was used, now opening only "on demand". The thermostat opening temperature was raised to 88-92 degrees - which is higher than the first generation ICE.
The resource of this modification, according to my data, has decreased by about half: problems with caps and CPG begin at the turn of 200-250 tkm and beyond, with the expected ICE resource about 450-500 tkm. Depending on the mode of operation (city / highway), the figure varies within + -100 tkm. Even with a moderate degree of loss of mobility of the rings, oil consumption may be absent, or very small. Conventionally, this is the last potential "millionaire", with proper care. Special "nikasil" problems in real life is not observed, as well as high-sulfur fuel in major cities since the early 2000s...
Features of the operation of these motors, first of all, are associated with small sores, not yet completely electronic systems and expensive consumables used in the motor and their aging - the drive cables are stretched throttle valve and control of the anti-skid system, expensive flow meters and equally expensive titanium oxygen sensors, ABS blocks, etc. die. However, with proper care, you can still get "almost a millionaire" with proper care and a little more spending, on your BMW in the back of an E39 or E36 - that's where this engine mostly got.
M52TU, M54
Further "greening" and the struggle for the elasticity of the moment characteristic. First significant difference these models - a controlled thermostat with an opening point of 97 degrees - mode effective work finally shifted towards partial loads, which ensures complete combustion mixtures in urban operation. BMW was an innovator in the use of systems of this kind and still remains true to this tradition - at the time of 2011, few of the competitors "smoke" oil to temperatures well over 100 degrees. In urban operation, the oil oxidizes even more intensively than on engines of the previous generation, and the inevitable result was a reduction in the expected "problem-free" mileage by about half - to 150-180 tkm. Problems with caps start at 250-280 tkm. The first BMW engine to be truly capricious about oil quality - neglecting its choice now means significant costs in the near future. Design differences are expressed in the desire of designers to formally increase power by increasing volume and “deploy” the torque characteristic to the maximum possible range - now VANOS also controls the exhaust shaft, and a completely expensive damper appears on the intake, changing the length of the intake tract - DISA. Unlike the "sporty" S38B38, here the whole structure is plastic, and, therefore, not eternal. The engine now pulls really briskly over a wide rev range, but the character is very different from the pronounced "twisting" motors of the M50 era. By the way, the gas pedal becomes electronic - now the firmware determines the degree of its "sensitivity", regulates the "ecology" and saves the "box". Cast iron sleeves were last used in the aluminum block. The motor can be called the most common in Russia - the popular bodies of E46, E39, E53 all the time in city traffic.
Reliability rating: 3/5. Rings: 3/5. Caps: 3/5.
For motors of the M series, models M52, M52TU, M54, the formation of sludge on inside oil filler caps - a contrasting temperature zone, which indicates the quality of the oil used. The drier and thinner the layer, the more likely it is to catch the engine alive. The relevance of this feature is directly related to the operating mode - "urban" cars are reliably identified with an extremely high probability, while "country" cars with the "highway" operating mode may not have problems with equally bright signs of sludge formation under the cover.
A fundamentally new (if we count in fact - only the third) generation, which started in 2005. The motor is "hot" not only because of the temperature control mode, but also because of the tight layout engine compartment. evolutionary development received almost all previously known systems: oxygen sensors are now broadband, length intake manifold changes in two stages, all this in one form or another was present earlier. Small design improvements have been added in the form of a variable displacement oil pump, a more reliable crankcase ventilation valve, an oil cup heat exchanger, etc. The block is also made from another "advanced" magnesium-aluminum alloy, but now instead of plug-in honed cast iron sleeves it uses a chemically etched oil-retaining coating. The revolution affected the air supply system - the Valvetronic system, which debuted in 2001 on economical "fours", (direct control of the air supply to the cylinders through the opening of the valve, bypassing throttle assembly) has now moved to the main the lineup engines. The so-called problem solved with its help. “throttle loss” allegedly allowed to reduce fuel consumption by an average of 12% (one would like to add “theoretically”), but required the addition of a complex mechanism that includes an additional eccentric shaft with additional valve fittings different from the previous generation engines. The expression "hit the valvetronic" among BMW owners with engines of this generation means, as a rule, unstable idling and costs within 1000 euros. Consolation can only be found in an attempt to convert the imaginary 12% of fuel savings into mileage. Generation "N" motors also have specific engine operation problems associated with the firmware of the control unit. The path chosen for a slight increase in power turned out to be quite trivial - the engine was simply “wound up” to 7000 rpm. “Honestly” they did not increase the volume - the optimal value of about 0.5 liters per cylinder has already been achieved in the three-liter version of its predecessor.
Problems with the occurrence of rings (the degree is always above average) concern almost all instances of intracity operation with a mileage of more than 40 tkm and an age of 2 years, complete reversibility is observed only up to a mileage of 60-65 tkm. By the turn of 50-60 tkm, problems with valve stem seals. By the mileage of 80-100 tkm and the age of 4-5 years, both problems occur and provide a cumulative effect, which guarantees a consumption of about 1 liter per 1000 km or more - this is unprecedentedly early. By 110-120 tkm, as a rule, the catalyst is clogged. Several specimens with low mileage were found, after processing which, measurements on packages of piston rings indicated the absence of normal running-in (!) - the rings lay down before they had time to "roll in". The predicted resource under standard operation is no more than 150-180 tkm. The vast majority of examined specimens are not recommended for purchase already at the turn of 80-120 tkm and at the age of 5-6 years. The three-liter model has a resource that is about a third longer, most likely due to a different material for the oil rings. The engine is almost as common as its predecessor and is found mainly on cars of the 1,3,5 series, as well as on coupes and BMW Series x.
Contrary to popular belief, neither the modified version of the rings nor the slightly modified piston skirt shape had any effect on the engine's life. The modified crankcase ventilation through a valve integrated into the cover, which appeared on the N52N, also does not guarantee any improvement.
N53/N54/N55
In engines of subsequent generations, the same frantic desire for further greening of engines, a decrease in specific metal consumption, etc. is observed. Shaped disappointment for conservative fans of the brand.
With the advent of N53, gasoline engines BMW took another step towards diesel - for the sake of the next "environmental percentage" (but not savings!) Buyers received precision injectors high pressure, injection pump and all potential problems diesel in addition. True, Valvetronic did not fit in the N53. In the N54, however, too, but with this model, BMW began a wide “swindle” - a turbine appeared again in the canonical inline six, even two. In the N55, Valvetronic was returned, and the complex sequential turbine system was removed - it is there alone. But the N55 engine is now the most “diesel” of all gasoline ones.
It's funny that BMW at first did not dare to massively promote the first engine with direct injection N53 due to fears of intense coke formation in the nozzles. At the same time, the design of the BMW-SIEMENS injectors is fundamentally different from competitors using an "open" orifice prone to coking. Injectors in a BMW are “sprayed” by opening a valve representing the pointed top of a pyramid - this spraying “cleans” the valve seat by the spraying process itself, in exactly the same way as the valve inlets on engines with conventional system injection. But for this disease of all engines with direct injection, no cure has yet been invented.
In view of a different design valve cover, the method of primary self-diagnosis is radically different from the M-series motors. The first sign of illness is a red-brown oil varnish on the petals of the lid, which is easily removed at first. mechanical action. The second stage is brown sand along the perimeter of the central part of the lid. The third and fourth - sand over the entire back surface and, less often, oil "jelly" under it. The characteristic of the oil used is also given by the state of the torsion spring, which is perfectly distinguishable under the cover - at the first stage it still retains a metallic (gray) color under a cloudy dark yellow oil film, at the second stage it acquires a characteristic red-brown hue. The third stage, when long-term operation in oil with high acidity makes it visually "loose", "corroded" - such an engine, most likely, already has an irreversibly worn out CPG. The probability, for example, to buy a problem-free motor of the N52B25 series older than 5 years, subject to Moscow operation, is practically absent.
Sequel in preparation...
BMW 3 Series E90
From the history of the model
- ON THE CONVEYOR: from 2005 to 2012
- BODY: sedan, station wagon, coupe, convertible
- RUSSIAN RANGE OF ENGINES: petrol, Р4, 1.6 l (116–122 hp) and 2.0 l (129–156 hp); P6, 2.5 liters (218 hp) and 3.0 liters (256, 272 and 306 hp); diesel, P4, 2.0 l (177 and 184 hp); P6, 3.0 l (231 and 286 hp)
- GEARBOX: M6, A6
- DRIVE UNIT: back, full
- RESTYLING: in 2008, interior elements, lighting equipment, bumpers, hood, trunk lid and radiator grille were slightly updated; changes in the design and power of some motors
- CRASH TESTS: 2005, EuroNCAP, overall rating - five stars; protection of the driver and adult passengers - 94%; protection of passenger-children - 80%; pedestrian protection - 11%
Intended for Russian market"three rubles" in the sedan body were assembled mainly in Kaliningrad, but there were also modifications that were supplied exclusively from Germany. The sedan had the E90 index, the station wagon - E91, the coupe - E92, and the convertible - E93.
There were no special complaints about the quality of the domestic assembly. Paintwork durable, so traces of rust will indicate poor-quality restoration repairs.
The architecture of the body is quite simple. The “treshka” has a much higher maintainability than the machines of the fifth series (E60) with an aluminum front: you don’t have to glue anything when restoring.
The E90 sedan has never attracted car thieves, but the wheels of these cars are still often removed.
EPIDEMIC
Unlike Mercedes-Benz vehicles with their bacchanalia of indexes, BMW has largely preserved the correspondence between the name of the model and the volume of the engine. We discard the first digit 3 (the designation of the third series) and separate the remaining two with a comma - most often we get the engine displacement. The letter i at the end means that the unit is gasoline, d - diesel.
And for dessert - a very controversial and extremely incomprehensible decision of German engineers to remove the oil dipstick from gasoline engines of that time. The liquid level is monitored only by a sensor in the sump, which provides information to on-board computer. According to the law of meanness, this "partisan" begins to lie after about 100 thousand kilometers. Often, erroneous readings lead to fatal consequences for the motor. The real amount of oil can be found out only by draining it. According to servicemen, the fragility of the sensor is also related to the quality of our fuel, which one way or another gets into the oil. After all, such a problem is not typical for cars imported from Germany, despite the fact that many have already run over 200 thousand km.
Unfortunately, diesel engines also let us down, despite the fact that their oil level sensor is duplicated with a familiar dipstick. The supercharged 2.0 engine (N47) has the same chain stretch problems. The trouble is that against the background of the rattling of a diesel engine, its increased noise is poorly distinguishable. The problem can manifest itself at any run. Most often this happens after 100 thousand km, but it also happened at 30 thousand. However, some managed to drive without replacing the chain and 250 thousand. Much depends on the mode of operation: the quieter the ride, the longer it will live. The manufacturer has already changed suppliers of the problem part several times. In appearance, the freshest chains, the sample of 2014, do not differ structurally from their predecessors.
Replacing a chain on a 2.0 diesel is very laborious. The timing mechanism is located at the rear, on the side of the gearbox, so the motor must be removed. When replacing the chain, a hidden problem may surface: by about 100 thousand km, the rollers of the rockers (pushers) break valve mechanism. This happens quite often, but does not affect the behavior of the motor and does not lead to serious problems. Usually rockers are changed for the company with the chain.
The supercharged in-line six-cylinder diesel 3.0 existed in two main versions - with the M57 and N57 indices. The M57 engine (the so-called pre-styling) had a cast-iron cylinder block and front-wheel drive Timing. N57, younger, changed cast iron to aluminum, and the timing was changed to rear. Despite the differences, both motors are still the most reliable in the line, but the M57 is still more preferable. The chain on diesel "sixes" also sometimes stretches, but much less often than on a four-cylinder 2.0 engine.
But the problems with crankcase ventilation are deeper than those of gasoline engines. Very often, the block has to be changed already at 30 thousand km. Fortunately, it is sold separately from the valve cover. With replacement faulty node it’s not worth pulling: the combustion products of the oil that it drives into the intake system accelerate clogging particulate filter.
On all diesel engines, after 100 thousand km, the glow plugs and their control unit die. The problem pops up mainly in winter in the form of a difficult start of the engine. Servicemen recommend changing all the elements at once if at least one candle fails, so as not to return several times and not spend extra money.
An absurd problem: for all turbodiesels, after 100 thousand km, the rubber damper pulley filler begins to collapse crankshaft. In the worst case, it comes to a gap - and the pulley can fall off altogether!
As it turned out, clogged (usually after 100 thousand km) particulate filters can be washed. The method is artisanal, but effective. The assembly is removed from the car and the insides are washed several times with a high pressure washer (for example, Kärcher). Then chemistry is poured into it - active foam for washing cars, and sometimes even dishwashing detergent - and left for half a day. Then everything is washed again with a high-pressure apparatus and put on the car. Finish the job forced inclusion particulate filter regeneration process. According to servicemen, in 90% of cases, a node worth 120 thousand rubles can be reanimated.
All bmw motors very sensitive to overheating. Therefore, those who operate the machine often are advised to flush the radiators every year with their complete withdrawal. The operation is not cheap, but it will save you from immeasurably higher costs, since it increases the engine life.
IN attachments all motors start to whistle by 70-80 thousand km, and the belt itself is usually enough for 100 thousand.
Turbine resource for petrol versions- from 150 thousand km, and on diesel engines - from 200 thousand. The car is not very large, so the load on these nodes is quite gentle.
So, reducing the oil change interval will significantly postpone the onset of many problems with engines, and some of them will even win. The trouble is that onboard system calculating the oil change period lives its own life and sometimes gives out fabulous intervals of 20–25 thousand km, which in our conditions is akin to a sentence for an engine.
Servicemen urge you to think with your own head and change the oil every 10 thousand km.
EVERYTHING EXCEPT
On the "treshki" they put GM and ZF machines. An American brainchild is a rarity. The GM box was used only in tandem with a 2.0 petrol engine (150 and 156 hp). The only problem with this machine is the gear selection valve in the valve body. After 100 thousand km, and mainly in winter time, a fragile plastic slider drive breaks in it. Fortunately, the valve is available as a separate spare part.
ZF boxes are designed for even more powerful motors than those in the E90 line. Therefore, there are almost no problems with them. True, on top-end motors after 150 thousand km, wear of the bushings on the shafts is still possible ( seats), on which the elements of the planetary gears are fixed. The average resource of the machine is usually 200-250 thousand km. Official dealers do not restore boxes, but some independent services are ZF partners and carry out any repairs.
The oil in the machines must be changed every 60 thousand km. Both models have an early lock-up torque converter. The clutches of this mechanism slip (especially when driving through traffic jams) - and the wear products spread throughout the box.
Unfortunately, oil filter unable to filter them. The result is increased wear of the elements of the box and malfunction of the valve body. This is typical mainly for powerful motors.
Statistics on manual transmissions is very poor: very few such cars were sold.
The all-wheel drive transmission of the BMW xDrive is reliable, there are no problems with it on the light and not very power-armed E90 sedan. The same oil seals and anthers of drives are changed extremely rarely, including on rear-wheel drive cars.
The steering is not annoying. Leaking or knocking of the rack is a rarity. Steering tips and rods are changed mainly due to souring, when it is impossible to adjust the convergence.
Satisfied reliable and suspension. If problems do arise, then closer to 100 thousand km: shock absorbers are brought in the front suspension (it is advisable to change them at the same time as thrust bearings), and in the back - floating silent blocks in the upper wishbones, which usually break after 80 thousand km. The resulting creak will warn of their imminent death. Front brake pads enough for an average of 35 thousand km, rear - for 45 thousand. Brake discs typically outlive two sets of pads.
The internal electrics of the E90 "treshka" are quite simple, but not without problems. From the battery located in the trunk, two positive wires depart. One of them is connected to the fuse box behind the glove compartment. A poor-quality connection between them melts over time, and at one fine moment you will not be able to open the car from the key fob or, much worse, turn on the ignition. This problem usually occurs after 40 thousand km. As a result, you have to change the fuse box and the battery wire to a modified one.
The second positive wire partially runs along the bottom of the car. One of its connections is located under the rear right wheel arch. A lot of dirt will get into this place, and the contact begins to rot. Petrol engines 1.6 and 2.0 may even go into emergency mode- due to the failure of one of the relays. Due to severe battery discharge, the AUX input often fails in conventional audio systems without a monitor. The problem is treated by recoding the head unit.
Coupe specific disease E92 - possible failure seat belt feed mechanisms: electric motor on the driver's side or front passenger dies. It is beyond repair.
Word to the seller
Egor Mokshin, manager of the Arbat Auto used car showroom network
On secondary market E90 - rather, illiquid. Before the crisis, cars were sold within three to five weeks, which is a long time by our standards. In the current economic situation they are bought up more willingly, but sooner or later everything will return to normal. It is extremely difficult to sell a commission car for the money that the owner wants to receive. "Treshka" with this body loses much to competitors (Audi and Mercedes-Benz) in the market: at an equal price, BMW has a poorer package.
The 320i and 325i models are most readily taken, and diesel cars, generally speaking, are not held in high esteem. From time to time, we still accept for implementation diesel versions(mostly Imported from Belarus), but only in very good condition.
It’s quite easy to twist the mileage on a BMW compared to the same Mercedes. Someone is limited only by the odometer readings, and then the real mileage can still be fished out of some kind of control unit. But more often scammers approach the matter thoroughly, so there is no end to be found.
Word to the owner
Margarita Kozlova, BMW 320xd (2009, 2.0 l, 177 hp, 150,000 km)
The car came to me a little over two years ago. It was with a mileage of 100 thousand km (fortunately, German), but in condition it was practically new. Still, the conditions in Germany are better, and the Germans treat their cars with care.
"Treshka" makes me very happy, especially with its driving properties - special thanks all-wheel drive. Now the mileage is about 150 thousand km, and during this time the car did not cause trouble. There were no problems with starting the turbodiesel even in very coldy. During the tenure, I had to change the windshield (the stone is to blame), but otherwise - only little things in the suspension and wipers with pads. The service advised me to change the oil in the engine every 10 thousand km, and I adhere to this recommendation.
There was a funny incident with me. Once at the regional gas station for a long time I could not insert a diesel pistol into the neck fuel tank. Came to the rescue BMW owner adapted for our market. In his car, a special adapter is installed in the neck, allowing you to refuel everywhere without problems. It turns out that in Russia there are still many gas stations with old-style pistols. I immediately bought myself such an adapter for 1000 rubles.
Outcome
Despite all possible faults, E90 can be considered a fairly reliable car. Usually, owners come to servicemen only for maintenance and replacement of small consumables. In a service that serves bmw cars and Mercedes-Benz, they earn much less on the “three rubles” than on the C‑class of the same generation. Parts serious problems can be avoided if you take the car more seriously.
Thank you for your help in preparing the material technical center "UNIT South-West".
