There are few hopes for a happy future: how to buy a used BMW E60 correctly. There is little hope for a happy future: how to buy the right BMW E60 with mileage Torsional vibration damper

• inline 6-cylinder 24-valve engine
• ALSiCu3 aluminum crankcase with pressed-in gray cast iron cylinder liners
• aluminum cylinder head
• laminated metal cylinder head gasket
• modified crankshaft for М54В22/М54В30
• internal ceramic-metal incremental wheel mounted on the crankshaft
• oil pump and separate oil level damper
• cyclone oil separator with a new entry into the intake system
• variable valve timing system for intake and exhaust camshafts = Doppel-VANOS
• modified intake camshafts for M54B30
• modified pistons
• "split" connecting rod (manufactured using fractured technology) for B22 and B25 engines
• programmed thermostat
• electric throttle valve (EDK)
• three-part suction module with electrically adjustable resonant damper and turbulent system
• dual-flow catalytic converters integrated into the exhaust manifold, located next to the engine
• control lambda probes behind the catalyst
• secondary air supply system - pump and valve (depending on exhaust gas toxicity requirements)
• crankcase ventilation

Characteristics of the BMW M54B22

This is the basic version of the BMW M54 electronically controlled Siemens MS43.0 engine, which debuted in the fall of 2000 and was based on the 2-liter M52. M54B22 was installed on:

• /320Ci

Torque curve M54B22 vs M52B20

Characteristics of the BMW M54B25

The 2.5-liter M54B25 was created on the basis of its predecessor and retained the same power characteristics and dimensional parameters.

It was installed on:

• (for USA)
• /325xi
• BMW E46 325Ci
• BMW E46 325ti

Torque curve M54B25 vs M52B25

Characteristics of the BMW M54B30

The top 3-litre version of the M54 engine family. In addition to the increase in volume compared to the most powerful B28 predecessor, the M54B30 has changed mechanically, namely, new pistons have been installed that have a shorter skirt compared to the M52TU and piston rings have been replaced to reduce friction. The crankshaft for the 3-liter M54 was taken from - mounted on . The DOHC valve timing has been changed, lift has been increased to 9.7mm, and new valve springs have been installed to increase lift. The intake manifold has been modified and is 20mm shorter. The diameter of the tubes increased slightly.
M54B30 was used on:

• /330xi
• BMW E46 330Ci

Torque curve M54B30 vs M52B28

Characteristics of the BMW M54 engine

	M54B22	M54B25	M54B30
Volume, cm³	2171	2494	2979
Cylinder diameter / piston stroke, mm	80,0/72,0	84,0/75,0	84,0/89,6
Valves per cylinder	4	4	4
Compression ratio, :1	10,7	10,5	10,2
Power, hp (kW)/rpm	170 (125)/6100	192 (141)/6000	231 (170)/5900
Torque, Nm/rpm	210/3500	245/3500	300/3500
Maximum speed, rpm	6500	6500	6500
Operating temperature, ∼ ºC	95	95	95
Engine weight, ∼ kg	128	129	120

Engine structure

BMW M54 engine structure

crankcase

The crankcase of the M54 engine is borrowed from the M52TU. It can be compared to the 2.8 liter M52 engine of the Z3. It is made of aluminum alloy with molded gray cast iron sleeves.

For these engines, the crankcase is unified for cars in any export version. There is the possibility of one-time processing of the mirror of the cylinders (+0.25).

Engine crankcase M54: 1 - Cylinder block with pistons; 2 — Bolt with a six-sided head; 3 - Threaded plug M12X1.5; 4 - Threaded plug M14X1.5-ZNNIV; 5 - O-ring A14X18-AL; 6 - Centering sleeve D=10.5MM; 7 - Centering sleeve D=14.5MM; 8 - Centering sleeve D=13.5MM; 9 - Mounting pin M10X40; 10 - Mounting pin M10X40; 11 - Threaded plug M24X1.5; 12 - Intermediate insert; 13 — Bolt with a six-sided head with a washer;

Crankshaft

The crankshaft has been adapted for the M54B22 and M54B30 engines. So the M54B22 has a piston stroke of 72 mm, while the M54B30 has 89.6 mm.

The 2.2/2.5 liter engine has a crankshaft made of nodular cast iron. Because of the higher horsepower, the 3.0 liter engines use a forged steel crankshaft. The masses of the crankshafts were optimally balanced. Such an advantage as high strength helps to reduce vibrations and increase comfort.

The crankshaft has (similar to the M52TU engine) 7 main bearings and 12 counterweights. The centering bearing is mounted on the sixth support.

M54 motor crankshaft: 1 - reverse crankshaft with bearing shells; 2 and 3 - Thrust bearing shell; 4 - 7 - Bearing shell; 8 - Wheel pulse sensor; 9 - Locking bolt with a toothed collar;

Pistons and connecting rods

The pistons of the M54 engine have been improved in order to reduce exhaust gas toxicity, on all engines (2.2 / 2.5 / 3.0 liters) they have an identical design. The piston skirt is graphitized. This method reduces noise and friction.

M54 motor piston: 1 - Mahle piston; 2 - Spring retaining ring; 3 — Repair kit of piston rings;

Pistons (i.e. engines) are rated for ROZ 95 (super unleaded) fuel. In extreme cases, you can use fuel grade not lower than ROZ 91.

The connecting rods of the 2.2 / 2.5 liter engine are made of special forged steel capable of forming a brittle fracture.

Connecting rod of the M54 engine: 1 - Turnover set of connecting rod with a break; 2 - Bushing of the lower head of the connecting rod; 3 - Connecting rod bolt; 4 and 5 - Bearing shell;

The length of the connecting rod for M54B22 / M54B25 is 145 mm, and for M54B30 - 135 mm.

Flywheel

On vehicles with automatic transmission, the flywheel is made of solid steel. Manual transmission vehicles use a dual mass flywheel (ZMS) with hydraulic damping.

Automatic transmission flywheel in the M54 engine: 1 - Flywheel; 2 - Centering sleeve; 3 - Spacer washer; 4 - Driven disk; 5-6 - Hexagon bolt;

The Self Adjusting Chlutch (SAC), which has been used with one of the manual gearboxes since the start of series production, has a smaller diameter, which leads to a lower mass moment of inertia and thus better gear shifting.

Manual transmission flywheel in the M54 engine: 1 - Dual-mass flywheel; 3 - Centering sleeve; 4 — Bolt with a six-sided head; 5 - Radial ball bearing;

Vibration damper

A new vibration damper has been developed for this engine. In addition, a vibration damper from another manufacturer is also used.

The torsional vibration damper is single-part, not rigidly fixed. The damper is balanced on the outside.

A new tool will be used to install the center bolt and vibration damper.

Engine damper M54: 1 - Vibration damper; 2 — Bolt with a six-sided head; 3 - Gasket washer; 4 - Asterisk; 5 - Segment key;

Auxiliary and attached equipment is driven by a V-ribbed belt that does not require maintenance. It is tensioned by means of a spring-loaded or (with appropriate special equipment) hydro-cushioned tensioner.

Lubrication system and oil sump

The oil supply is carried out by a two-section rotor type pump with an integrated oil pressure control system. It is driven by the crankshaft through a chain.

The oil level damper is installed separately.

To stiffen the crankshaft housing, metal corners are installed on the M54V30.

cylinder head

The M54 aluminum cylinder head is the same as the M52TU cylinder head.

M54 engine cylinder head: 1 - Cylinder head with support bars; 2 — a basic level release party; 3 - Centering sleeve; 4 - Flange nut; 5 - Valve guide sleeve; 6 - Inlet valve seat ring; 7 — a ring of a saddle of the final valve; 8 - Centering sleeve; 9 - Mounting pin M7X95; 10 - Locating pin M7 / 6X29.5; 11 - Mounting pin M7X39; 12 - Mounting pin M7X55; 13 - Mounting pin M6X30-ZN; 14 - Locating pin D=8.5X9MM; 15 - Mounting pin M6X60; 16 - Centering sleeve; 17 - Cover; 18 - Threaded plug M24X1.5; 19 - Threaded plug M8X1; 20 - Threaded plug M18X1.5; 21 - Cover 22.0MM; 22 - Cover 18.0MM; 23 - Threaded plug M10X1; 24 - O-ring A10X15-AL; 25 - Mounting pin M6X25-ZN; 26 - Cover 10.0MM;

To reduce weight, the cylinder head cover is made of plastic. To avoid noise emission, it is loosely connected to the cylinder head.

Valves, valve actuator and gas distribution

The valve actuator as a whole is distinguished not only by its low weight. It is also very compact and rigid. This, among other things, is facilitated by the extremely small size of the hydraulic clearance compensation elements.

The springs have been adapted to the increased valve travel of the M54B30.

The gas distribution mechanism in the M54: 1 - Inlet camshaft; 2 - Exhaust camshaft; 3 - Inlet valve; 4 - Exhaust valve; 5 - Repair kit for oil seals; 6 - Spring plate; 7 - Valve spring; 8 - Spring plate Vx; 9 - Valve cracker; 10 - Hydraulic poppet pusher;

VANOS

Like the M52TU, on the M54 the valve timing of both camshafts is changed using Doppel-VANOS.

The M54B30 intake camshaft has been redesigned. This led to a change in valve timing, which are shown below.

The adjustment stroke of the camshafts of the M54 engine: UT - bottom dead center; OT - top dead center; A - intake camshaft; E - exhaust camshaft;

intake system

suction module

The intake system has been adapted to the changed power ratings and cylinder displacement.

For M54B22/M54B25 engines, the pipes were shortened by 10 mm. The cross section has been enlarged.

M43B30 pipes were shortened by 20 mm. The cross section is also enlarged.

The engines received a new intake air guide.

The crankcase is vented through a pressure valve through a hose to the distribution bar. The connection to the distribution bar has changed. It is now located between cylinders 1 and 2, as well as 5 and 6.

M54 engine intake system: 1 - Inlet pipeline; 2 - Set of profile gaskets; 3 - Air temperature sensor; 4 - O-ring; 5 - Adapter; 6 - O-ring 7X3; 7 - Executive node; 8 - Adjustment valve x.x.T-shaped BOSCH; 9 - Idling valve bracket; 10 - Rubber socket; 11 - Rubber-metal hinge; 12 - Torx bolt with washer M6X18; 13 - Screw with a semi-secret head; 14 - Hexagon nut with washer; 15 - Cap D=3.5MM; 16 - Cap nut; 17 - Cap D=7.0MM;

exhaust system

The exhaust gas system on the M54 engine uses catalysts, which have been adjusted to the EU4 limit values.

Left hand drive models use two catalytic converters located next to the engine.

Right hand drive vehicles use primary and main catalysts.

Mixture preparation and adjustment system

The PRRS system is similar to the M52TU engine. The current changes are listed below.

• electric throttle (EDK)/idle valve
• compact hot-wire air mass meter (HFM type B)
• angle spray nozzles (M54B30)
• fuel return pipeline:
  • just before the fuel filter
  • there is no return line from the fuel filter to the distribution line
• fuel tank leak diagnostic function (USA)

The M54 engine uses the Siemens MS 43.0 control system taken from . The system includes an electric throttle (EDK) and a pedal position sensor (PWG) to control engine power.

Siemens MS43 engine management system

MS43 is a dual-processor electronic control unit (ECU). It is a redesigned MS42 block with additional components and features.

Dual-processor ECU (MS43) consists of main and control processors. Thanks to this, the concept of safety is realized. ELL (electronic engine power control) is also integrated into the MS43 unit.

The control unit connector has 5 modules in a single-row housing (134 pins).

All variants of the M54 engine use the same MS43 block, which is programmed for use with a particular variant.

Sensors/Actuators

• lambda probes Bosch LSH;
• camshaft position sensor (static Hall sensor);
• crankshaft position sensor (dynamic Hall sensor);
• oil temperature sensor;
• temperature at the outlet of the radiator (electric fan / programmable cooling);
• HFM 72 type B/1 Siemens for M54B22/M54B25
  HFM 82 type B/1 from Siemens for М54В30;
• tempomat function integrated into the MC43 unit;
• solenoid valves of the VANOS system;
• resonant exhaust flap;
• EWS 3.3 with K-Bus connection;
• thermostat with electric heating;
• electric fan;
• auxiliary air blower (depending on the requirements for exhaust gas toxicity);
• fuel tank leak diagnostic module DMTL (USA only);
• EDK - electric throttle;
• resonant damper;
• fuel tank ventilation valve;
• idle speed controller (ZDW 5);
• pedal position sensor (PWG) or accelerator pedal module (FPM);
• height sensor built into the MS43 as an integrated circuit;
• diagnostics of the main relay terminal 87;

Scope of functions

muffler damper

To optimize the noise level, the muffler damper can be controlled depending on the speed and load. This damper is used on BMW E46 cars with the M54B30 engine.

The muffler damper is activated in the same way as for the MS42 unit.

Exceeding the level of misfires

The misfire overshoot control principle is the same as MS42 and applies equally to ECE and USA models. The signal from the crankshaft position sensor is evaluated.

If misfires are detected via the crankshaft position sensor, they are distinguished and evaluated according to two criteria:

• First, misfiring worsens exhaust emissions;
• Secondly, misfires can even damage the catalyst due to overheating;

Misfires damaging the environment

Misfires that worsen exhaust gas performance are monitored at intervals of 1000 engine revolutions.

If the limit set in the computer is exceeded, a malfunction is recorded in the control unit for diagnostic purposes. If, during the second test cycle, this level is also exceeded, the warning light in the instrument cluster (Check-Engine) will turn on, and the cylinder will be turned off.

This lamp is also activated on ECE models.

Misfires Leading to Catalyst Damage

Misfiring, which can damage the catalytic converter, is monitored at intervals of 200 engine revolutions.

As soon as the misfire level set in the computer, depending on the frequency and load, is exceeded, the warning light (Check-Engine) immediately turns on and the injection signal to the corresponding cylinder is turned off.

Information from the fuel level sensor in the tank "Tank empty" is issued to the DIS tester in the form of a diagnostic indication.

The 240 Ω shunt resistor for monitoring the ignition circuits is only an input parameter for monitoring the level of misfires.

As a second function, faults of the ignition system only are recorded in the memory for diagnostic purposes on this wire for monitoring the ignition system circuits.

Travel speed signal (v signal)

The v signal is supplied to the engine management system from the ABS ECU (right rear wheel).

Speed ​​limitation (limit v max) is also carried out by closing the throttle valve (EDK) electrically. In the presence of a fault in the EDK, v max is limited by turning off the cylinder.

The second speed signal (the average of the signals from both front wheels) is transmitted via the CAN bus. It is also used by the FGR system (cruise control system), for example.

Crankshaft position sensor (KWG)

The crankshaft position sensor is a dynamic Hall sensor. The signal comes only when the engine is running.

The sensor wheel is mounted directly on the shaft in the region of the 7th main bearing, and the sensor itself is located under the starter. The cylinder-by-cylinder misfire detection is also carried out using this signal. Misfire control is based on crankshaft acceleration control. If a misfire occurs in one of the cylinders, then the crankshaft at the time when it describes a certain segment of the circle, the angular velocity drops in comparison with the rest of the cylinders. If the calculated roughness values ​​are exceeded, misfiring is detected individually for each cylinder.

The principle of optimizing toxicity when turning off the engine

After the engine is switched off (terminal 15), the M54 ignition system is not de-energized and the already injected fuel burns out. This has a positive effect on the parameters of exhaust gas toxicity after the engine is turned off and when it is restarted.

Air mass meter HFM

The functions of the Siemens air mass meter have not changed.

М54В22/М54В25	М54В30
HFM diameter	HFM diameter
72 mm	82 mm

idle speed controller

Using the idle speed controller ZWD 5, the MC43 unit determines the idle speed setpoint.

Idling adjustment is carried out using the duty cycle of the pulse with a fundamental frequency of 100 Hz.

The tasks of the idle speed controller are as follows:

• providing the required amount of air at start-up, (at a temperature< -15C дроссельная заслонка (EDK) дополнительно открывается с помощью электропривода);
• pre-idle control for the corresponding speed and load setpoint;
• idling adjustment for the corresponding speed values, (quick and precise adjustment is carried out via the ignition);
• turbulent air flow control for idling;
• vacuum limitation (blue smoke);
• increased comfort when switching to forced idle mode;

Pre-load control via the idle speed controller is set at:

• air conditioner compressor on;
• support for starting off;
• various speeds of rotation of the electric fan;
• the inclusion of the "running" position;
• charge balance adjustment;

crankshaft speed limitation

The speed limit of the crankshaft depends on the transmission.

At first, the adjustment is carried out gently and comfortably via the EDK. When the speed becomes > 100 rpm, then it is limited more severely by turning off the cylinder.

That is, in high gear, the restriction is comfortable. In low gear and at idle, the restriction is more severe.

Intake/exhaust camshaft position sensor

The intake camshaft position sensor is a static Hall effect sensor. It gives a signal even when the engine is off.

The intake camshaft position sensor is used to recognize the cylinder bank for pre-injection, for synchronization purposes, as a speed sensor in the event of a failure of the crankshaft sensor, and to adjust the intake camshaft position (VANOS). The exhaust camshaft position sensor is used to adjust the position of the exhaust camshaft (VANOS).

Caution during assembly work!

Even a slightly bent encoder wheel can lead to incorrect signals and thus to error messages and a negative effect on function.

Tank vent valve TEV

The fuel tank vent valve is activated by a 10 Hz signal and is normally closed. It has a lightweight design and therefore looks a little different, but its functions can be compared with a serial part.

Suction jets and pump

Suction jet pump shut-off valve missing.

Block diagram of suction jet pump M52/M43:
1 - Air filter; 2 - Air flow meter (HFM); 3 - Throttle valve of the engine; 4 - Engine; 5 - Suction pipeline; 6 - Idling valve; 7 - Block MS42; 8 - Pressing the brake pedal; 9 - Brake booster; 10 - Brake mechanisms of the wheels; 11- Suction jet pump;

Setpoint sensor

The value set by the driver is recorded by a sensor in the footwell. It uses two different components.

The BMW Z3 is fitted with a Pedal Position Sensor (PWG) and all other vehicles with an Accelerator Pedal Module (FPM).

With PWG, the value set by the driver is determined using a double potentiometer, and with FPM, using a Hall sensor.

The electrical signals are 0.6V - 4.8V for channel 1 and in the range of 0.3V - 2.6V for channel 2. The channels are independent of each other, which ensures higher system reliability.

The Kick-Down point on automatic transmission vehicles is recognized by software evaluation of voltage limits (approximately 4.3 V).

Setpoint sensor, emergency operation

When a PWG or FPM malfunction occurs, the engine emergency program is started. The electronics limits the engine torque in such a way that further movement is only conditionally possible. The EML warning light comes on.

If the second channel also fails, the engine is idling. At idle, two speeds are possible. It depends on whether the brake is pressed or released. Additionally, the Check Engine light comes on.

Electric Throttle (EDK)

The movement of the EDK is carried out by a DC motor with a gearbox. Activation is carried out by a signal with pulse-width modulation. The throttle opening angle is calculated from driver input (PWG_IST) signals from the accelerator pedal module (PWG_IST) or pedal position sensor (PWG) and commands from other systems (ASC, DSC, MRS, EGS, idle speed, etc.). d.).

These parameters form the default value on the basis of which the EDK and LLFS (Idle fill control) are controlled via the idle speed controller ZWD 5.

In order to achieve optimum swirl in the combustion chamber, only the ZWD 5 idle speed controller for idle fill control (LLFS) is initially opened.

With a pulse with a duty cycle of -50% (MTCPWM), the electric drive holds the EDK at the idle position stop.

This means that in the lower load range (driving at a constant speed of approx. 70 km/h), the control is carried out only via the idle speed controller.

The tasks of the EDK are as follows:

• conversion of a value set by the driver (signal FPM or PWG), also a system for maintaining a given speed;
• conversion of the emergency mode of the engine;
• load connection conversion;
• limitation Vmax;

The throttle position is determined through potentiometers, the output voltages of which vary inversely with each other. These potentiometers are located on the throttle shaft. The electrical signals vary between 0.3V - 4.7V for Potentiometer 1 and between 4.7V - 0.3V for Potentiometer 2.

EML security concept in relation to EDK

The EML security concept is similar to that of .

Load control via idle valve and throttle

Idle speed adjustment is carried out through the idle speed valve. When a higher load is requested, the ZWD and EDK cooperate.

Throttle emergency operation

The diagnostic functions of the ECU can recognize both electrical and mechanical problems with the throttle valve. Depending on the nature of the fault, the EML and Check Engine warning lights come on.

electrical fault

Electrical faults are recognized by the voltage values ​​of the potentiometers. If the signal of one of the potentiometers fails, the maximum permitted throttle opening angle is limited to 20 °DK.

If the signals from both potentiometers are lost, then the position of the throttle valve cannot be recognized. Throttle disengagement occurs in combination with the Emergency Fuel Cut (SKA) function. The speed is now limited to 1300 rpm, so that you can, for example, leave a dangerous area.

Mechanical failure

The throttle may be stiff or stick.

The ECU is also able to recognize this. Depending on how severe and dangerous the failure is, there are two emergency programs. A severe fault causes throttle disengagement in combination with the emergency fuel cut (SKA) function.

Faults that pose a lesser safety risk allow further movement. The speed is now limited depending on the value set by the driver. This emergency mode is called emergency air supply mode.

The emergency air supply mode also occurs when the throttle valve output stage is no longer activated.

Throttle stop memory

After replacing the throttle valve controller, the throttle valve stops must be relearned. This process can be started using the tester. The throttle valve is also adjusted automatically after the ignition is switched on. If the system correction fails, the SKA emergency program is activated again.

Emergency mode of the regulator of idling

In the event of electrical or mechanical malfunctions of the idle air valve, the speed is limited depending on the value set by the driver according to the principle of emergency air supply. Additionally, through VANOS and the knock control system, power is noticeably reduced. The EML and Check-Engine warning lights come on.

height sensor

The altitude sensor detects the current ambient pressure. This value primarily serves to more accurately calculate the engine torque. Based on parameters such as ambient pressure, intake air mass and temperature, as well as engine temperature, the torque is calculated very accurately.

In addition, the height sensor is used for DMTL operation.

Fuel Tank Leak Diagnostic Module DTML (USA)

The module is used to detect leaks > 0.5 mm in the power supply system.

How DTML works

Purge: The vane pump in the diagnostic module blows outside air through the activated carbon filter. The changeover valve and the fuel tank vent valve are open. Thus, the activated carbon filter is “blown through”.

AKF - activated carbon filter; DK - throttle valve; Filter - filter; Frischluft - outside air; Motor - engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference leak;

Reference measurement: using a vane pump, outside air is blown through the reference leak. The current drawn by the pump is measured. The pump current serves as a reference value for the subsequent "leak diagnosis". The current consumed by the pump is about 20-30 mA.

Tank measurement: after a reference measurement with a vane pump, the pressure in the supply system is increased by 25 hPa. The measured pump current is compared with the current reference value.

Measurement in the tank - leak diagnostics:
AKF - activated carbon filter; DK - throttle valve; Filter - filter; Frischluft - outside air; Motor - engine; TEV - fuel tank ventilation valve; 1 - fuel tank; 2 - switching valve; 3 - reference leak;

If the current reference value (+/- tolerance) is not reached, then it is assumed that the power system is faulty.

If the reference current value (+/- tolerance) is reached, then there is a leak of 0.5 mm.

If the current reference value is exceeded, then the power system is sealed.

Note: If refueling starts while the leak diagnostic is running, the system aborts the diagnostic. A malfunction message (such as "major leak"), which may appear when refueling, is erased during the next driving cycle.

Launch conditions diagnostics

Diagnostic instructions

Diagnosis of terminal 87 of the main relay

The load contacts of the main relay are tested by the MS43 for voltage drop. In the event of a fault, the MC43 stores a message in the fault memory.

The test block allows diagnosing the power supply of the relay from plus and minus and recognizing the switching status.

Presumably the test block will be included in DIS (CD21) where it can be called.

BMW M54 engine problems

The M54 engine is considered one of the most successful BMW engines, but nevertheless, as in any mechanical device, something sometimes fails:

• crankcase ventilation system with differential valve;
• leaks from the thermostat housing;
• cracks on the plastic cover of the engine;
• failure of camshaft position sensors;
• after overheating, there are problems with thread stripping in the block for mounting the cylinder head;
• overheating of the power unit;
• oil waste;

The above depends on how the engine was operated, because for many a BMW car is not just a means for everyday movement along the home-work-home route.

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 covered with 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 higher. 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

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 back 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. About 2 thousand rubles will have to be paid 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.