My first post of this kind. I wrote myself. Somewhere I found something, changed it a little, entered it somewhere, cut off the unnecessary somewhere. I spent a lot of effort. I hope you will not pass by and leave your opinion about the post. Enzhoy fuck :)

Exactly mid 90s. And in September 1995, at the Frankfurt Motor Show, the E34 was replaced by the new E39. In the same year, Mercedes presents its big-eyed (w210), while Audi is still lagging behind ... its novelty (4B, C5) will be presented only after 2 years.
So E39. The straight lines of the predecessor have been replaced by smoother ones. Four separate headlights hid in one block. The salon has undergone significant changes. Just like the exterior, straight lines have changed to smooth ones, but the highlight remains - the center console, as before, faces the driver. No wonder they say that Mercedes is a car for a passenger, and BMW is a car for a driver. The reason to say so was not only in the console. There was less space for passengers in the back than in the "bastard", and the driving performance was higher for the E39. For the first time, a navigation screen appeared on the "five" (albeit for an additional fee, but still), it is also a multimedia screen, it is also an on-board computer that displays climate control modes and much more.

Initially, the car came with one M52 engine, but it had a different volume - 2.5 (523i) and 2.8 liters (528i) with a capacity of 170 and 193 horsepower, respectively. Classic straight-six with the Vanos system (Variable Valve Timing System, analogue of VVT-i for Toyota and VTEC for Honda).

About a year later, the range of engines was supplemented with 3 options: an in-line six with a volume of 2.0 (M52) liters and a power of 150hp. + 2 V8 engines (M62) with a volume of 3.5 and 4.4 liters with a capacity of 235 and 286 horsepower, respectively. Cars with V8 engines had a slightly different front suspension, steel elements were used in it, and on the R6 it was completely aluminum.

In the same year, a station wagon appeared on the market, traditionally called the Touring. The station wagon was longer and heavier than the sedan (Really Oo), but thanks to design changes in the rear suspension, it handled just as well as the sedan. And for 6 years, the BMW 540i Touring was considered the fastest mass-produced barn, just before the release of the RS6 Avant.

Until the end of 1996, a 2.5-liter turbodiesel with a capacity of 143 horses appeared on the car. After the appearance of the car on the market, it became a favorite, and not small. The car turned out to be quite economical and, thanks to its 280Nm, it drove quite briskly for a diesel. The car had an index of 525tds Touring.
Although the people liked the car, the engine was not reliable (none of them left 100 thousand km - problems with the head of the cyandro block), later it was replaced with another diesel engine, the receiver was developed by Mitsubishi, which, in turn, only after 2 years after release, it stopped creating constant problems.

1997 turned out to be stingy with innovations. But in 1998, the Bavarians bounced back in 2 years. First, there was a completely new turbodiesel engine. The engine was one of the first equipped with the latest Common Rail fuel supply system at that time. This made it possible to remove very decent 184hp from 3 liters. (competitors had 150-160 in their arsenal). And the thrust of 390Nm already at 2200rpm made this car very nimble - a 1.6-ton sedan with a mechanical 6-speed gearbox accelerated to the control hundred in just 8 seconds ...

Well, secondly, this is the presentation of the new M5 model, which has become the top of the lineup. The car was equipped with a V8 engine (S38B49 - In fact, a highly refined M62), the volume of which was brought to 4.9 liters, the compression ratio was raised from 10.0 to 11.0. This required oil cooling of the forged pistons with oil jets from special sprayers, forged reinforced crankshafts and connecting rods, special three-layer all-metal head gaskets, and a host of other innovations to increase power to 400hp/500Nm. Relative to the 540i, there was also increased traction, the main pair was shorter and there was a rear limited-slip differential with a 25 percent lock. The suspension is a little stiffer, the steering is a little sharper, the brakes are more powerful. In general, a standard set … Not without the most important button in the cabin … the "M" button, which turns on the "man" mode. All these innovations allowed the 1.7 ton sedan to accelerate to hundreds in 5.3 seconds, and the maximum speed was limited to 250 km / h, although the speedometer was marked up to an impressive 300, gives reason to think about the potential of the car :)

"M" - a package on a restyled barn.

In 2001, a very significant event took place. Namely, there was a restyling of the E39 model. The main thing is that there are absolutely new unique headlights. A luminous edging appeared around the main lamp of each "round timber" of the headlight. She lit up in all 4 headlights when the driver turned on the dimensions. It looks very impressive when the circle glows, and inside it is black. This original system was invented by Hella commissioned by BMW. This system was immediately popularly called angel eyes, and since then many owners of older BMWs have been converting their headlights to angel eyes, because on any BMW, as it turned out, if everything is done correctly, it looks very impressive, especially late in the evening and late at night.

An approximate list of changes in the car after restyling:
- New optics. The marker (parking) lights of the headlights received a rounded shape in the form of "angel eyes". The rear lights have clear (yellow) direction indicators, as well as LED marker lights.
- The front bumper has undergone significant design changes, and new fog lamps have also been introduced.
- The "nostrils" on the front hood now have a more expressive shape.
- The moldings are painted in the color of the car body, except for the M5 version, which, as before, has matte black moldings.
- Navigation installed in new cars has a large 16:9 widescreen color monitor.

And now in the yard in 2003, the E39 is being removed from production because it was replaced by the E60, which was very ambiguous. Some people liked him, some didn't. But it was a completely new five ... that's a completely different story;)

* By the way * Station wagons and M5 E39 were produced until 2004, until they were replaced by receivers in the 60th body

BMW cars are loved in Russia. Even more. A couple of years ago, a film was made about one of the models of the Bavarian concern, and now Serega boasts in a popular song that he has a black BMW and all the local girls love to ride it. Still, after all, not everyone can afford even a used BMW. Especially when it comes to the "five" in the back of the E39, produced from 1995 to 2003.

As a rule, the BMW 5 Series sold in our aftermarket are sedan. Station wagons, which appeared only in 1997, are extremely rare. It's a pity, because the station wagon based on the "five" looks very harmonious and even stylish. True, it costs, as a rule, more expensive than a sedan similar in configuration and technical condition. Moreover, this difference can be several thousand dollars. And it's not just that the production of station wagons takes more material. Many "touring" are equipped with pneumatic rear suspension, automatically leveling the body depending on the load.

And it should also be mentioned that the BMW 5 Series in the back of the E39 was assembled not only in Europe, but also in Russia - since 1999, "five" began to be made in Kaliningrad. Sometimes you can hear that these machines can not be compared in quality with products made in Germany. But it's not. In terms of reliability, the “Russian” BMWs are not inferior to their German counterparts. Kaliningrad "boomers" have two "packages" - "for bad roads" and "for cold countries" (since September 1998), which is expressed in the presence of reinforced shock absorbers, other springs and stabilizers, engine protection, etc. All this can be supplied and for cars from Europe, but this additional equipment will cost more than $1200. Therefore, many buyers of European "fives" prefer at first to confine themselves to strong metal crankcase protection for about $ 160 - without it, on our roads, the "engine" pan can be damaged in no time. And when preparing the car for Russian conditions, German engineers decided to change the location of the air intake, which on Kaliningrad cars is located not in the front bumper, but a little higher. This significantly reduced the risk of water hammer.

No "black sheep"

A total of 14 different modifications of power units were installed on the "five" E39, in which even a specialist can get confused. Let's start with 6-cylinder petrol engines. Until 2000, the “fives” were equipped with 2.0-liter engines with a capacity of 150 hp. (BMW 520i), 2.3 L 170 hp (BMW 523i) and 2.8 liters with 193 hp. (BMW 528i). You can often hear that the 2-liter power unit is not too suitable for the 5 Series, but this statement is debatable, because such cars easily accelerate to 220 km / h. Agree, not so little. But the versions 523i and 528i are unlikely to be called "dead". These are almost perfect “fives”, because 2.3- and 2.8-liter engines have power, reliability, and besides, their price is more affordable compared to the more “cool” V8s. Well, after the modernization, even among 6-cylinder engines, there was not a single “black sheep” left, which, albeit with a stretch, could be classified as insufficiently powerful. So, the 520i version received a 2.2-liter engine (170 hp). In addition, the BMW 525i and 530i appeared with 6-cylinder units of 2.5 and 3.0 liters with a capacity of 192 hp. and 231 hp respectively.

Well, those who need not just a car, but a real “rocket” should look for “fives” with 8-cylinder engines. There were two of them, with a volume of 3.5 and 4.4 liters, with a capacity of 245 hp. and 286 hp respectively. A unique 4.9-liter unit could also be added here, which developed a mind-blowing 400 hp, but it was put on the BMW M5 version, which is seriously different from the usual "five" and worthy of a separate article.

You can't go wrong with diesels. There are few of them in our secondary market, but these motors are worthy of respect. On the "fives" you can find diesel engines with a volume of 2.0 liters (136 hp), 2.5 liters (143 hp or 163 hp) and 2.9 liters (184 hp or 193 hp). Diesel BMWs, especially those with more powerful engines, are good for everyone, however, with one big exception - in 90%, if not 100% of cases, they have very high mileage. After all, in Europe these cars were purchased only by those drivers who travel a lot - believe me, such cars annually roll about 50 thousand km or more. And as a result, after 5-7 years of operation behind "their shoulders" 250-400 thousand km. No matter how good the German motors are, by this point they are usually seriously worn out. And repairing diesel engines costs a lot of money (finding a used one in good condition is unrealistic). Yes, and diesel fuel in Russia is also not great. In general, it is still better not to buy old diesel BMWs.

Dangerous Options

There are dangerous “fives” with gasoline engines. And here we are not talking about volume. Sometimes on sale there are cars (made before September 1998) with engines that have a nickel-silicon (nikosil) coating of cylinders. This very nikosil collapses over time, and the cylinder block must be changed. I must say that BMW quickly realized that it had made a big mistake by deciding to use this "nasty" drug. And in many cases, nicosil engines were replaced under warranty with new ones, already coated with reliable alusil. But nikosil units are still found, and in this case, if the motor breaks down, you must either pay about $ 3,000 for a new unit, or use cast iron inserts, which is also not cheap. Moreover, many masters doubt the effectiveness of the last operation. Therefore, when buying a car, you must definitely go to a service specializing in BMW, and use an endoscope to check the cylinder block (nicosil coating is different in color from alusil coating).

Also, when buying, you need to find out if the engine has been overheated, which can lead to very expensive repairs. To prevent overheating, it is necessary to clean the radiator once a year, for which you have to remove the bumper, as well as monitor the serviceability of the thermal coupling for turning on the fan (its replacement will cost about $ 120-200) and the pump (the plastic impeller sometimes turns in the latter, which leads to costs in the amount of about $60-100). Another relatively weak point in the cooling system is the thermostat (its replacement costs $50-100 with spare parts). And it happens that the engine starts to warm up due to a broken air conditioner radiator fan (located in front of the main one). It must be said that the above breakdowns are quite rare, but these places deserve close attention so as not to become a victim of deadly overheating.

When operating the BMW 5 Series, it is recommended to call in for an oil change service not when the computer says so (the “five” is equipped with such a system), but a little earlier - better every 12-15 thousand km. Of course, the oil should only be of the best quality, and only the one recommended by the manufacturer should be used (by the way, the masters strongly advise against pouring “flushing” into the motor). But remembering the delicate timing belt in the case of the BMW 5 Series is not necessary - all “five” motors have a chain that is enough for 250 thousand km or more. And the money saved is better spent on cleaning the nozzles (every 50-80 thousand km) with special preparations at the BMW service. Most likely, at the same time you will have to change the candles (they cost $15-20 apiece).

According to the masters, BMW E39 engines have proven to be very reliable. And in those cases when one or another minor repair needs to be done, it is often possible to avoid too high costs thanks to the use of good non-original parts. But what you should really be afraid of is the "capital" - it is very expensive. So before purchasing the "five" it is necessary to carry out the most thorough engine diagnostics. The $50-100 spent on this cannot be compared with the costs that a serious engine breakdown will bring. For example, the repair of a branded VANOS variable valve timing system, which is required after 200-300 thousand kilometers, will cost $ 300-600 (when the “cooler” DOUBLE VANOS wears out, the costs will be much higher).

To the envy of competitors

All versions of the BMW 5 Series E39 could have both manual and automatic transmissions. Moreover, starting from the end of the 90s, the “automatic” had the opportunity to manually switch, which made it possible to combine the advantages of both types of transmission. Boxes on the "five" are very reliable and able to work no less than the engine itself. You just need to make sure that oil does not leave them (at high mileage, it can begin to seep through the seals, but replacing them usually costs $ 50-100). The clutch on cars with "mechanics" has a good resource and works for 150-200 thousand km (fans of fast starts, of course, "kill" it faster). A clutch kit costs about $350-400, and for its replacement at a regular service station they will charge about $70-120.

When creating the BMW 5 Series, engineers decided to actively use aluminum, which helped to reduce the overall weight of the car, as well as reduce unsprung masses. On the "five" E39, the front axle beam, wishbones and suspension strut guides are made entirely of aluminum. The rear suspension is taken from the big "seven" and has its own brand name - Integral IVa. And the rear suspension, thanks to its design, can “steer” a little on bends, helping the driver to get more pleasure from the ride.

Despite all the talk about the unsuitability of fast BMWs for Russian roads, one thing can be said - the suspension of the "five" is reliable. As experience shows, most often replacements require stabilizer struts (both front and rear), but they are inexpensive - from $15 to $30, depending on the place of purchase and manufacturer. It is worth noting here that most of the parts of the chassis of the BMW 5 Series do not have to be purchased in the original version. You can almost always find exactly the same elements, but in a Lemferder box or some other company (specialists in spare parts stores know this very well).

Drivers of the BMW 5 Series should remember that at each maintenance it is necessary not only to change the oil, but also to carefully inspect the suspension, blow through the drainage holes under the hood, etc. And if there is the slightest doubt about the correct operation of a particular part, it is better to do it right away change. Otherwise, one worn-out element will quickly drag others “to the grave” with it. As a result, the cost of repairs will be not $100, but $500. As is often the case, the front suspension requires more attention, where there are two levers per wheel ($130 Lemferder and $170 original). If you drive without noticing holes and potholes, they are "killed" for 15-30 thousand km. But it’s worth being a little more careful, as levers with ball bearings and silent blocks work without problems for 70-80 thousand km. Although in many cases the upper control arm bushes wear out much earlier, fortunately they are replaced individually (part price $12-20).

The rear suspension is reliable, but on cars older than 5 years, it may require replacement of the silent block in the hub, which is sometimes called "thruster" or "floating" ($40-70), as well as the so-called integral arm ($26). A little less often, you have to change two more simple levers ($ 120 apiece). But the most unpleasant thing is when the silent block in the large H-shaped lever wears out. In this case, you have to buy a lever assembly. It happens only original ($340).

The car's brakes work as they should. It happens, however, that the ABS sensors or the system control unit fail. And if a new sensor costs about $120, then you will have to pay $950-1000 for the electronic unit! But here it should be noted that on the "fives" made after 1999, there are no more problems with the ABS control unit. By the way, after 1999, the steering racks on cars with in-line engines also became more reliable (the BMW 5 Series with V8 engines has a different steering wheel). Buying a car with a faulty rack could bankrupt the owner by $1200 in the future! So be careful.

Someone once said: "Experience is the son of difficult mistakes." But experience makes us smarter. After a positive three-year experience of owning a BMW E39 produced from 1995 to 2004, the test editor of a German magazine decided to repeat it. He was a real fan of this car. In 2010, he turned up a BMW 523i in very good condition with only 118,000 km on it.

In 1997, such a car cost 75,000 marks. At the end of 2010 - only 4400 Euros. In the three years that they were together, the BMW E39 covered 50,000 km. Serious problems? None. Only the wishbone, brake pads, dampers and springs (one broke in the winter of 2012). In addition, I changed the oil, and made it a rule to conduct a technical inspection in the service once a year. However, there are elements that are currently suffering from wear and tear and require replacement.

Last summer, the BMW 5 Series had to pass the TUV periodic inspection test. The specialist said that this instance will go another 100,000 km without any problems. But at some point, the editor caught the eye of an almost identical BMW e39, only three years younger and priced at 4,990 euros. Out of curiosity, he went to the dealer.

First impressions? Very positive. The Bavarian sedan had an impeccable condition of the paintwork. Only on the front there were small chips from stones. How is this vehicle equipped? Very good. Automatic transmission, climate control, electric sunroof. But the facelifted BMW e39 had much more to offer. A model with an updated "face" appeared on the market at the end of 2000. Among other things, the design also received changes. The taillights and headlights were redesigned, which gained xenon light with an automatic washer. But this sample was even better equipped: alarm, front and rear parking sensors, dimming rear-view mirrors, rain sensors. There was even an integrated Siemens phone, but it didn't work. If you want to restore it, you can find a repair kit on Ebay for 50 euros.

In addition, the BMW e39 had a multifunctional steering wheel with control buttons for most functions: cruise control, air conditioning and other systems. What is missing? Heated seats are possible, but they can be installed for as little as 200 Euros.

Over time, the symbol buttons on the steering wheel wear out.

What else is missing? Speakers. The first BMW 5 Series had a 2.5-liter engine with 170 hp. The inspected car with the same power has a 2.2-liter engine. Dynamic characteristics are comparable, but the level of consumption is better in a new car. On average, it is 8.5 l / 100 km, which is very good for a 1.6-ton sedan with a gasoline engine.

In rare cases, the brake booster fails. The pedal becomes more and more difficult to press. Sometimes leaves and dirt clog the waste water drain, which is sucked into the amplifier. This immediately kills the motor.

So, is everything all right?

No, not all: the phone does not work, there is noise from the front axle, and the electric mirror refuses to move. Can you still bargain?

Of course, the same, but the car will not receive a guarantee.

For a good price, you can pick it up right now. 4050 Euro, - the editor shook hands and went on a journey for a new experience with the BMW e39.

Specific example

The vehicle purchased was originally purchased and used by the Tax Authorities in Hamburg. By the way, this is a very comfortable car for trips from behind. The dark blue color is quite serious, and inside there is a dark fabric interior. This BMW 520iA was first registered in February 2001 and was a restyled version. A year later, it passed into private hands. It looks like the former owner took good care of his BMW e39. It's already 13 years old, but the sedan looks good and only has 116,500 km on the odometer.

What is the chassis rattling about?

This aspect must always be paid attention to, because this is a problem typical of the BMW 5 Series. When the car was raised on a lift, everything became clear. The wishbone on the right side had significant play and required urgent replacement.

We continue to check

Diagnostics revealed a slight reduction in power flow at 1500 rpm. An error is displayed on the display of the tester. Presumably one of the sensors is either the crankshaft or the camshaft. The good news is that troubleshooting is inexpensive.

But other? Everything works without problems. The automatic transmission is surprisingly fast and appears to be in very good condition.

Automatic transmission oil, contrary to the manufacturer's assurances, does not last forever. It is recommended to change it at least every 120,000 km.

Opinion

We must take it now. The problems identified are minor and repairs are simple. For such a sedan with a six-cylinder engine, 4050 euros is even too little.

Typical malfunctions

On the body of the BMW 5 e39, rust is not found at all (except for the station wagon tailgate). Corrosion can only appear if you delay for a long time with the repair of chips resulting from stone ingress. Exterior mirrors are often stolen. The original kit with dimming is very expensive.

One of the disadvantages is the suspension model, which has many components, and over time they will all need to be replaced. The need for repair will be prompted by the noise and knocks that have appeared. The new parts are much more durable than the original ones. Quality parts include parts offered by Lemforder and Mayle.

Headlight lenses become cloudy over time. A new headlight costs about 350 Euros.

Over time, the hydraulic booster hoses wear out and crack (less often the tank itself), which leads to loss of fluid by the hydraulic booster.

Dead pixels are a common problem with older BMWs. Exit: repair or replacement of the display. From 90 Euro.

Often the air conditioning control buttons fail. The keypad needs to be replaced. From 80 euros.

Many consider the BMW 5 Series in the E39 body the last of the representatives of the "true" BMW - cool design, excellent handling and naturally aspirated engines. Of course, one can argue with this, but the fact that this car is recognizable and worth a detailed inspection is a fact. BMW 5 E39 began to be produced in the mid-90s, but their demand and popularity surprises to this day. Let's look at what attracts so much in this BMW model, and if there are any "pitfalls" while owning this car.

Body and equipment

The history of the BMW 5 E39 began in 1995 and ended in 2003, having survived one restyling at the end of 2000. Traditionally for the Bavarian manufacturer, the whole car is built around the driver's seat. This does not mean that the passengers were infringed, just the driver was given maximum attention. Despite the rather impressive dimensions of the car, the cabin is not as spacious as it seems from the outside, but with a height of up to 190 cm it will be comfortable for everyone, even those sitting behind the driver.

The quality of finishing materials and assembly are at their best, door cards are most susceptible to damage. Noise isolation at the "five" - ​​on the five (on a 5.5 point scale), it is desirable to additionally "silence" the doors, especially if you like high-quality sound in the car. Regular music is also not perfect, often cassette recorders are included in the package, if there is a CD changer, then you still can’t see MP3, but this can be easily fixed (if there is money left after purchase).

But the equipment of the car most often pleases, because even in the “base” it was already relied on: electrical accessories (mirrors, windows), air conditioning, 6 airbags, hydraulic booster, ABS (anti-lock braking system), ASC + T (traction control system) and DSC III (electronic system stabilization). Moreover, cars with richer equipment are often offered for sale, for example, dual-zone climate control is almost the norm.

The most noticeable change after restyling was the front optics, and then the famous "angel eyes" were born. The taillights and direction indicators have also changed, the fog lights have become round, and the moldings on the bumpers have been painted in body color. The decorative grille has changed and the design of the steering wheel has become M-style. The range of engines has also been updated.

The body of the BMW 5 E39 is very resistant to corrosion if there was no damage. Even the most high-quality restoration repair will no longer return the metal to its former resistance. And with the current regime of urban traffic, as well as taking into account the pace of movement of BMW owners, there are not many unbeaten copies left. But whoever seeks will find.

BMW 5 E39 engines

The engine is the heart of any car, and in the case of BMW, this expression becomes even more relevant. For a rather heavy E39, optimal a combination of power / costs, many consider the 2.8-liter engine (193 hp), after restyling it was replaced by a 3-liter (231 hp). If you take into account that the fuel consumption and the total cost of maintenance for all 6-cylinder engines are about the same, then there is simply no point in buying a 2-liter BMW 5 E39. In extreme cases, you can take a 2.5-liter engine if a well-groomed copy of the "five" is caught.

On the BMW 5 Series, in the back of the E39, the following gasoline engines were installed:

M52 - reliable in-line six-cylinder engines. Displacement: 2.0 (520i), 2.5 (523i), 2.8 (528i) liters. Since 1999, they have become maintainable, until that time the engines were produced with a nikasil coating of the cylinder walls. This coating is very sensitive to the sulfur content in gasoline (and this goodness is enough in our fuel). Sulfur destroys this coating, after which the engine cannot be restored and repaired. Since the end of 1998, modernization has been carried out, the M52 motor was equipped with cast-iron inserts (sleeves). Modified engines are designated M52TU.

M54- R6 engine, which began to be installed after restyling. Displacement: 2.2 (520i), 2.5 (525i), 3.0 (530i) liters. It differs from the M52 in more power (2.5 liter M54 192 hp, and 2.8 liter M52 - 193 hp), another intake manifold, electronic throttle and gas pedal, as well as another engine control unit.

M62- V-shaped eight-cylinder engine. Displacement: 3.5 (530i), 4.4 (540i) liters. In the production of M62, a nikasil coating was also used, but in parallel with it, an alusil coating was also used - a stronger and more reliable material that was not affected by sulfur. After March 1997, the Bavarian manufacturer began to use only alusil coating. The updated motor, marked M62TU, also received the Vanos variable valve timing system, which is discussed below.

In BMW 5 E39 engines, they began to use a revolutionary, at that time, camshaft adjustment system that controls the intake and exhaust valves. Thanks to this system, at low revs, the torque has greatly increased, and the car accelerates perfectly from the bottom. There is a “just vanos”, which regulates only the intake valves, such were installed on the M52 before restyling, as well as on the M62TU. As well as the “double vanos” (Double Vanos), which already controls the exhaust valves, which allows you to get even traction in almost the entire rev range. This was installed on the M52TU and M54.

The disadvantages of this system include only repair. The average service life, with proper maintenance - 250 thousand km, depends mainly on the quality of the oil. It will cost from $1,000 to change the complete system, although there are repair kits that are much cheaper ($40-60 without replacement work, for a “single-ended engine”). In some cases, a repair kit will no longer help, only a replacement. Signs of a "dying vanos": poor (sluggish) traction up to 3000 rpm, a rumble or knock in the front of the engine and increased fuel consumption.

On the BMW 5 Series, in the back of the E39, the following diesel engines were installed:

M51S and M51TUS - diesel engines with injection pump. The working volume is 2.5 liters (525tds). Pretty reliable (in good hands), the timing chain runs 200-250 thousand km, the same as the turbocharger. After 200,000 km, the injection pump will also need to be repaired (expensive). Often the engine control electronics are junk.

M57- more modern turbodiesels, already with direct fuel injection (Common Rail). Working volume - 2.5 liters (525d), 3.0 liters (530d). In general, the M57 is more reliable and more powerful than the M51, provided that high-quality diesel fuel is used (in our realities, this is a difficult condition). Engine hydraulic mounts are very complex and cost a lot of money. Of all the 530D diesel engines (184 hp - M57, 193 hp - M57TU) - the most preferred option, but necessary Very thorough diagnosis before purchase.

M47 - the only four-cylinder engine in the entire E39 series. The working volume is 2.0 liters (520d). With a turbine, intercooler and Common Rail system - it develops 136 hp. Appeared after restyling, in fact a small M57.

Common problems for all engines that BMW E39 owners may encounter:

Weak cooling system, the oversight of which is fraught with the "death" of the engine. The main culprits are the auxiliary fan motor, thermostat, clogged radiators, and neglect to regularly change the coolant. It is highly recommended to clean the radiators (with disassembly) at least once a year (if the runs are short, then once every two years). On V8 engines, coolant expansion tanks often burst, and the average "life" of cooling fans is 5-6 years.

Another sore is the ignition coils, which really do not like non-original candles, and the original ones with our fuel are enough for 30-40 thousand mileage. But the cost of one coil is $60, and each cylinder relies on one separate coil. From the electronics, lambda probes (oxygen sensors, there are already 4 of them on the E39), an air flow meter and a crankshaft and camshaft position sensor can also disturb. Not necessarily all this “happiness” will fall on you, and right at the same time, but to prevent this from happening, do not spare money on diagnostics before buying an E39.

Gearbox BMW 5 E39

Both mechanical and automatic gearboxes that were installed on the BMW 5 E39 are quite reliable, but the “human” factor is always present. Manual transmissions were installed mainly in 5-speed, with six steps only the M5 version and some 540i were produced. After 150,000 km of run, the plastic bushing of the shift lever often wears out (it starts to hang out), seals can also leak. The manual transmission maintenance schedule is 60,000 km, at the same time it is necessary to change the oil in the gearbox. Before buying oil, check the stickers on the box and gearbox, as they indicate the type of oil needed. It is highly not recommended to buy a car with a "killed" clutch, because when replacing the clutch, you most often have to change the dual-mass flywheel, which is expensive. With quiet operation, the clutch can “depart” even 200,000 km, but in reality, the average service life is about 100,000 km.

If the automatic transmission is carefully diagnosed before purchase (there should be no jerks, jerks, switching should be imperceptible), then there should be no problems in the future. In most automatic transmissions on the E39, the oil is filled for the entire life of the car, that is, there is no need to change it. And this is the subject of eternal debate in specialized BMW forums. One side believes that if everything works fine, then the oil does not need to be changed. The other side argues that the manufacturer's service life, on average, lays 250-300 thousand km. And if you do not change the oil every 80-100,000 km, the oil will lose its properties, and the filter will become clogged with dust from friction wear, which will lead to failure of the box. All service stations are on the side of regular oil changes.

Chassis and steering

The suspension of the BMW 5 E39 is clearly designed for German autobahns, in our harsh realities, the resource of both the front and rear suspension is not enough for a very long time. Some believe that this is due to the aluminum suspension, but the metal has nothing to do with it. Aluminum is used to reduce weight, and does not affect the life of the suspension, but the cost. Silent blocks, ball bearings, shock absorbers and stabilizer struts fail. Silent blocks change separately, but ball joints only with a lever together, but they “walk” about 100,000 km. The stabilizer struts are almost a consumable, you can safely take them in reserve, since you will have to change every 20-30 thousand km. On the E39 with R6 and V8 engines, the front suspension has different levers, shock absorbers and steering knuckles, they are not interchangeable, and on versions with eight cylinders, the suspension is more enduring.

On versions with V8, steering is also an order of magnitude more reliable, paired with such heavy motors, reliable worm gears were installed. And on the R6 they put ordinary steering racks, which do not shine with special reliability. For some time, knocking can be removed by adjustment, then restoration or replacement. There are two types of fluid in the steering system, mixing leads to leakage and the “death” of the power steering.

You can't forget about the rear suspension either. You can start with the stabilizer struts, as in the front. In second place in terms of frequency of replacement are “floating” silent blocks, there are 4 of them with an average mileage of 50,000 km (Chinese-Polish no more than 20,000 km). The rear suspension arms are only assembled. Front wheel bearings, by the way, also change only with the hub.

When servicing the chassis of the BMW 5 E39, it is recommended not to delay the elimination of individual breakdowns or knocks, it is better to fix the problems gradually than to end up with a car with a completely “killed” suspension. One broken silent block can speed up the destruction of other suspension elements several times.

Outcome

BMW of the fifth series in the back of the E39 is not a practical car, but sincere. If he "hooked" you with his charisma, appearance and excellent driving performance, then you will be ready to forgive him some additional costs and breakdowns. If not, then the "five" will be a burden. When choosing, feel free to discard running copies, it will be much more expensive to restore than to pay more for buying a well-maintained car.

BMW S62 engine

S62B50 engine data

Production	Dingolfing Plant
Engine brand	S62
Release years	1998-2003
Block material	aluminum
Supply system	injector
Type	V-shaped
Number of cylinders	8
Valves per cylinder	4
Piston stroke, mm	89
Cylinder diameter, mm	94
Compression ratio	11.0
Engine volume, cc	4941
Engine power, hp / rpm	400/6600
Torque, Nm/rpm	500/3800
Fuel	95
Environmental regulations	Euro 2
Engine weight, kg	~158
Fuel consumption, l/100 km (for E39 M5) - city - track - mixed.	21.1 9.8 13.9
Oil consumption, g/1000 km	up to 1500
Engine oil	10W-60
How much oil is in the engine, l	6.5
Oil change is carried out, km	7000-10000
Operating temperature of the engine, hail.	~100
Engine resource, thousand km - according to the plant - on practice	- 250+
Tuning, HP - potential - no loss of resource	600+ n.a.
The engine was installed	BMW M5 E39 BMW Z8
Gearbox, 6MKPP	Getrag Type-D
Gear ratios, 6MKPP	1 - 4.23 2 - 2.53 3 - 1.67 4 - 1.23 5 - 1.00 6 - 0.83

Reliability, problems and repair of the BMW M5 E39 S62 engine

The new BMW M5 E39, released in 1998 and replacing the M5 E34, has increased in size on all fronts and, to achieve high dynamic performance, the inline six was not enough, especially since the BMW S38 is seriously outdated. It was decided to use an engine with a V8 configuration and the aluminum M62B44 was taken as the basis for the next M-engine, from the existing BMW 540i E39.
The cylinder block was modified: the cylinder diameter was increased from 92 mm to 94 mm, a forged crankshaft was installed with a piston stroke of 89 mm (it was 82.7 mm), the connecting rod length was 141.5 mm, the pistons were modified, for a compression ratio of 11.
Above, on three-layer cylinder head gaskets, are the S62B50 cylinder heads themselves (this is what the M5 E39 engine is called). They are a modified version of the M62B44. Relative to the M62, the S62 has enlarged intake and exhaust ports, uses new valve springs and lightweight valves: inlet 35 mm, exhaust 30.5 mm. The camshafts on the M5 E39 have the following characteristics: phase 252/248, lift 10.3 / 10.2 mm. The variable valve timing system VANOS has been replaced by Double-VANOS (intake and exhaust camshafts). The M5 E39 uses hydraulic lifters and the valves do not require adjustment. Unlike the M62, the S62 uses a double-row timing chain.
The entire intake system has been redesigned: a large intake reservoir has been used, and 8 throttles have been used, one throttle for each cylinder. The diameter of each is 48 mm. Nozzle performance - 257 cc. The exhaust system is modified, with two catalysts. Brains - Siemens MS S52.
All this made it possible to make almost 5 liters from a conventional 4.4 liter engine and increase power from 286 hp. up to 400 hp at 6600 rpm.
The BMW S62 engine was installed on the M5 E39 and on the rare Z8 roadster.
The release of the motor was discontinued in 2003, along with the end of production of the M5 in the back of the E39, but after 2 years the new M5 E60 appeared, with an even more powerful S85B50.

Problems and disadvantages of BMW S62 engines

The main diseases of the BMW M5 E39 engines are the same as those of the M62B44. The differences lie in the smaller resource of the S62B50, due to the maximum cylinder diameter (there is a burnout of the cylinder head gasket) and the active operation of the car. In addition, the M5 E39 consumes oil in decent quantities, do not save on it and change it more often than expected (7000-10000 km is optimal). Also keep an eye on the condition of the cooling system and pour in high-quality 98 gasoline, then your S62 will drive as smoothly as possible for an old car.

BMW M5 E39 engine tuning

S62 Atmo

You can increase the power of the BMW M5 E39 without using supercharging by buying a sports exhaust system without catalysts, with 4-2-1 manifolds, cold intake and making chip tuning. These small conversions will allow you to remove about 430 hp. You can improve the result with more efficient camshafts (272/272, lift 11.3/11.3), cylinder head porting with channel boring and valves increased by 1 mm. With the appropriate tuning of the brain, the power of the S62 will increase to 480+ hp. You can also install a 52 mm throttle, pistons for a compression ratio of 12.5 and the maximum possible camshafts, but you can forget about comfortable operation.

S62 Compressor

As an alternative to a revving aspirator, you can install a compressor and immediately get a lot of power. There are a lot of ready-made compressor kits for the BMW M5 E39, you need to buy one of them and put the motor on stock. The popular ESS VT1 compressor kit blows 0.4 bar and delivers 560 hp. and 625 Nm. There are also more powerful kits (0.7 bar), but their cost is 2 times higher than ESS.