Tuning Bmw e90 - creating maximum opportunities! BMW E90 - how to choose - recommendations Yegor Mokshin, manager of the network of Arbat Auto used car dealerships.

15.10.2019

Sometimes it seems that car manufacturers, in pursuit of speed at the Nurburgring and ostentatious environmental friendliness, completely forgot that not only journalists drive cars. That the car is obliged to drive for many years, delighting drivers all this time, and not just the first year or two.

To my great regret, it is difficult to write about modern BMW models. There will be too many negative reviews among relatively recent models, and first of all they will be related to reliability. Sometimes it seems that such a car is not worth buying at all, but not everything is so scary. It should be borne in mind that even very “expensive” problems are cheaper than the operation of the same new car, and in many consumer characteristics, the previous generations of BMW are still at the forefront of technical progress, comfort and controllability.

From the history of the model

In 2006, the next generation of the third BMW series saw the light, and this time the index of the cars was “out of order”. After E36 and E46, the new body was assigned illogical, at first glance, indices: E90 sedan, E91 station wagon and E92-E93 coupe and convertible.

The new design made a splash. First of all, in the USA and Canada, where the car immediately became a bestseller in its class. Handling, interior and exterior design of the cars of the new, "bangle" era were clearly tailored to the overseas consumer. However, the Europeans also received the cars quite warmly.

Firstly, the car has become even faster, not only on the dyno straight, but also on the racetracks. Again, for the "treshka" they offered an all-wheel drive system, which is traditionally valued by European consumers (and Russian ones along with them). Well, the reduction in fuel consumption is also impressive - the consumption figures even for gasoline engines look like a joke. It seems completely unimaginable that you can achieve a flow rate of less than 10 liters per hundred with a 200-300 hp engine.

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In accordance with the European trends of those years, the line of diesel engines was once again updated - now diesel cars were not inferior in power and dynamics to gasoline ones, but at the same time surpassed them in reliability, which turned out to be important for this car.

Technique

Despite the rather avant-garde appearance, the design of the E90 is not far from the E46. Similar suspensions, about the same body architecture and dimensions. But, on the other hand, the range of engines has been significantly updated, the gearboxes have become even more modern, and the new “six-speed” from GM has joined the ZF six-speed automatic transmissions. The steering received versions with a completely new active rack, a huge number of new electronic auxiliary systems appeared. The level of complexity of the design has clearly stepped to the next level, significantly changing the usual layouts for the reliability of the design and the approach to its maintenance. Of course, not for the better.

The cost of operating such a machine may exceed the cost of operating its predecessor by several times, and there are also problems with which the machine cannot move under its own power. And do not look at the TUV rating - it does not reflect reliability, but only tells you what proportion of cars passed inspection the first time. Yes, BMW is on the first lines there, but even new cars have not very predictable reliability, often giving surprises when handled carelessly. And after five years of operation, they turn into a well-functioning money pump, able to extract a little more money from the owner every month. But let's start with the positives.

Body and interior

Iron in cars at such a young age almost does not cause problems - frank corrosion does not appear even on damaged elements after minimal repairs, since the arches and the bottom are well protected. The intricate design of the bumpers and aerodynamic plastic panels hold up well if you avoid contact with the road and other vehicles. Unless sometimes the fender liner collapses and sags, especially on pre-styling cars. That's just if something is damaged, then the restoration will cost very much not budget. Roads are not only the outer elements themselves, but also the hidden parts of their attachment. And damage healed “collectively” inevitably leads to appearance problems over time.

The interior is somewhat rustic, especially for inexpensive car configurations. But in general, it remains well, very high-quality assembly and good materials affect. Of course, it is also not without drawbacks. Do not be surprised that on the first copies and "running" cars, the leather of the driver's and even passenger seats is already cracked and worn - this is the familiar "dermantin" to all of us from childhood. Natural materials relied only on more expensive trim levels. By the way, on the "ancestors" the skin was always natural, but here the desire to reduce the cost of materials is clearly noticeable. Door handles are often damaged - cars driven by long-legged, nervous ladies with long claws are immediately noticeable. On cars with runs "over a hundred", the buttons and steering wheel may already be overwritten. But carpets, ceiling, plastic and various panels and inserts hold up well, say thanks to a very good climate system with an excellent filter.

And a few words about iDrive: on this car, it is not only part of the cabin, it is a “window” into the world of the car, a very important component for the health of its main units. Do not regard it as just a useless toy. By the way, the screen is expensive, but by itself it rarely fails, like the head unit.

Electronics

Pre-styling cars were marked by two completely anecdotal malfunctions. Firstly, bad headlights burned out at the car. Glasses burst even on gas-discharge headlights, not to mention ordinary ones, and the price of the issue was a hundred per side. During the restyling of 2008, the problem was eliminated. If you are faced with such a disaster, then this is just the case when the Taiwanese "analogues" are in many ways better than the original. On cars after restyling, the headlights were changed out of harm's way to completely new ones. Another traditional trouble for all E90s was the positive wire from the battery, which comes to the so-called Junction Box - a relay and fuse box in the cabin. Unfortunately, the cable block is melted, damaging both the wire and the block itself. If the car is not de-energized in time, then serious repairs will be required, at a cost of more than 30-40 thousand rubles. The wire, it happens, simply rots away, because it is laid under the bottom, and as a result of any damage to the insulation, the process of electrocorrosion starts, intensively destroying the wire itself and the steel of the body around. The abundance of servos also contributes to the feeling of "reliability", even mirrors can make a feasible contribution in the form of a couple of tens of thousands of rubles for "resuscitation", and they are not alone. If the car has the function of a comfortable fit, which moves the driver's seat, then the resource of the seat drives is also not infinite.

The climate system does not please with either the reliability of the fan motor, or the reliability of its regulation system, or the operation of the damper gearmotors. In general, surprises are possible here, but they are not so expensive in general. Expensive blocks, like ABS and ESP, rarely fail, and restoring the wiring to the ABS sensors and replacing the body tilt sensors and their rods on cars with xenon is also a familiar and relatively inexpensive thing for locksmiths. Compared to the cost of engine repairs, of course. In absolute terms, it can also be tens of thousands of rubles. It cannot be said that the electronics of these machines cause a lot of trouble, but there are definitely weaknesses, and a number of nodes have a limited resource, and you need to be prepared for this.

Chassis

BMW suspensions are not usually among the hardiest, and owners are used to it. On the E90, the suspension can be considered relatively reliable, but do not forget about some of the nuances. For starters, the rear suspension loves to squeak. The ball joints are to blame for this, they are also “floating” silent blocks of the transverse levers. The price of repairs is not too high, but usually the creak of the suspension on a car that is five years old and operated in Moscow is surprising. Even more surprising for the owners is that after replacing parts with original ones, the creak does not disappear anywhere, but the non-original does not have such a problem. The front levers on rear-wheel drive vehicles are often able to cover all 150-200 thousand kilometers before replacement, and the rear suspension will require a bulkhead after 100-120. The tie rods and bushings of the anti-roll bar are a traditional consumable. Otherwise, everything is not too expensive, given that it is a BMW, and almost new. Only the price of controlled shock absorbers and some small things stand out. By the way, keep an eye on the condition of the subframe, it is aluminum, it just cracks when it hits the curbs, but it is not cheap. In addition, sometimes aluminum simply corrodes at the attachment points, this should also be monitored on older cars. Steering can surprise you with the exorbitant price of a new rack. And the old one really doesn’t like bad roads and careless drivers, who often turn wide “rollers” in place when parking. In general, this is the case when Zhiguli driving skills come in handy. In addition to the rack itself, there are other surprises in the steering, for example, very weak steering shaft cardan shafts and the steering column mounting module itself, which create a slight play in the steering wheel and vibration of the steering column.

Another extremely unpleasant surprise can be thrown by the power steering pump. If he buzzed - change urgently. The resource of this node is surprisingly small, on machines with a mileage of a hundred thousand kilometers, it can simply “die”, sending a lot of chips into the system, which will circulate there and “finish off” first the rail, and then the new pump that you put in instead of "dead". The relatively small resource of hub bearings on all-wheel drive versions of cars is also an unpleasant surprise. Moreover, the bearing is changed only in assembly with the hub. Starting from 80-100 thousand mileage, one can already expect the appearance of a characteristic howl in corners if the car has wide and low-profile tires, and besides, all-wheel drive. Brakes in general do not deliver any special trouble. Unless the resource of the pads depends much more than usual on the driving style, because the brakes here use stabilization systems (ESP) and “anti-bux”, which work very actively. Traditionally, on powerful machines, aggressive driving wears out the rear pads quickly.

Transmission

The manual transmissions found on these machines are mostly hassle-free. Another thing is that with powerful motors they are not taken care of at all, they are taken specifically for drifting or racing. Traditionally, you should carefully listen to the knocks of a dual-mass flywheel - it will easily destroy the gearbox housing and starter if you do not replace it in time. The cost of the flywheel is high, but now it is possible to repair them. The rest of the "mechanics" will not cause trouble. Gearboxes do not like dirt, overheating and oil leaks associated with overheating. If his body is dry, and the car's tires are not worn to the cord, then it will not cause problems. The cardan shaft has a sufficient resource with any motors, but traditionally the outboard bearing suffers first. Given the price of the node, it is worth checking it carefully. The really problematic node in the transmission on all-wheel drive vehicles is the xDrive transfer case. Here the problems are the same as for . By 60-100 thousand, the assembly is usually no longer operational, and there are many causes of malfunctions, from purely mechanical wear of the clutch pack to a breakdown of the compression drive fork foot or electronics breakdowns. Slipping in the mud and frequent “riding sideways”, especially on asphalt, quickly kill the razdatka.

But ZF and GM automatic transmissions do not cause too much trouble here, but provided that they worked with engines weaker than 200 hp. Boxes ZF series 6HP28, in fact, differ little from the "six-speed" series 6HP21, already discussed in the review of the Audi A4, but they are a reinforced and improved version. If the previous owners adhered to the oil change regulations for “particularly difficult conditions”, which undoubtedly include operation in Russia, then by a mileage of 150 thousand kilometers the box will require only minor repairs with the restoration of the gas turbine engine blocking pads, the replacement of a set of VFS solenoids and, possibly, the installation of repair bushings. Such automatic transmissions were installed in tandem with all engines, starting with 2-liter gasoline and ending with a 3-liter in-line six. Often there is another automatic transmission, GM 6L45R. They installed it on both American and European cars, but only with in-line “sixes” with a volume of 2.5 and 3.0 liters. Oddly enough, it turned out to be even better than the ZF box, especially the 2008 facelift box. Despite the preservation of the vane pump in the design, it, in contrast, ceased to be afraid of high speeds and proved to be stable and quite reliable. The main problem with such an automatic transmission manufactured before 2008 is the loss of oil pressure in the pump, which is expressed in a long pause when turning on the forward or reverse gear and jerking when switching from second to third gear. If the driver did not listen to the car and drove with jerks, then the problem progresses, and the repair can become very serious. However, the prerequisites for such a development of events have been eliminated on machines after 2008 - new oil pump seals are installed on them, and the problem has not yet manifested itself. Unfortunately, the regulations do not provide for changing the oil in the box, although for its long life it is highly desirable to do this with a run of at least 60-90 thousand kilometers, and even earlier with active movement. And by 120-150 thousand run, it is necessary to replace the lining of the gas turbine engine and its oil seals.

Engines

Of the relatively new foreign cars, it is BMWs that most often delight neighbors downstream with clubs of smoky exhaust. Unfortunately, the days of reliable BMW engines have finally sunk into oblivion by the appearance of the E90. Inline "fours" of the N45, N43 and N46 series are considered one of the company's shortest-lived engines. After all, the high temperature of operation and the sophisticated Valvetronic throttleless intake system, and adjustable phases make the in-line “four” more difficult than other V8s of the recent past. In combination with a frankly wrecking maintenance interval, this leads to the fact that the engines absorb oil with appetite, are completely coked from the inside and begin to slowly “kill” their complex filling and catalyst in just three to four years. Such machines are more or less preserved only if they are operated mainly on the highway, without endless city traffic jams, when working on very high quality, and not on “branded” oil. The second option is if the motor was initially modified by craftsmen, for example, forced with a decrease in operating temperature. All engines on the new "three-ruble note" do not have an oil dipstick, and the sensor often fails, so there are enough cars with ruined engines with hastily restored crankshafts. When buying, check the condition of the engine very carefully, with an inspection of the insides and measuring the oil pressure. But be prepared for the fact that almost all cars will be frankly "problematic". You can put up with this, the motor, in the presence of oil, will work for quite a long time, it is very reliable in terms of the mechanical part (if the liners were changed as part of a revocable company), but in the end the repair should take place. The most powerful versions with a 177 hp N45B20S engine are especially not recommended for purchase. This motor is not just not reliable, it is prone to serious problems with the cylinder-piston group and with the operation of the timing system. It is easy to distinguish such a motor under the hood, it has a carbon cylinder head valve cover. The best option among all the “fours” is the two-liter engine of the N43B20 series, which has been installed on the 318i and 320i since 2007, with a capacity of 170 and 143 hp. It has common problems of all E90 engines in the form of “diesel”, hard idling and vibrations, but due to the lack of Valvetronic it is noticeably more reliable in operation and even being in poor condition is less likely to fall into emergency mode, and it is less prone to oil consumption than the rest. The 2.5 liter engines here are of the N52B25 series, and the owners do not like them very much. First of all, for a very strong “oil burner”, failures of the long-suffering throttleless intake and detonation, leading to a complete engine failure, a drop in oil pressure, breaks in the oil pump and timing chains, and problems with the piston group. This maximally lightweight motor, with a magnesium alloy engine and aluminum liners made according to, was installed on cars with indexes 323i and 325i, with power from 177 to 218 hp.

The two main engine problems are an unsuccessful piston group, which is prone to coking, and high temperatures, leading to a quick failure of the valve stem seals and a quick engine fouling. All other troubles are the result of these two. Rapid wear of the timing chain when the oil level drops, “floating” speed due to poor performance of polluted VANOS and Valvetronic phase shifters, “dying” catalysts and “lambda”. Oil and soot at the inlet also finish off the intake manifold, or rather, the dampers of the DISA system. If they are not changed in time, their parts will go straight to the cylinders and valves of the engine - this usually happens with a run of more than 100-150 thousand kilometers, and a solid part of the engines simply do not live up to this point. When using low-viscosity oils, it is possible to chip the crankshaft liners, but in general, motors usually simply do not live up to the manifestation of troubles with the crankshaft. After five years of operation, such a motor usually needs to be replaced by a CPG with a sleeve. Oddly enough, the 3-liter engine of the related N52B30 series, which is found on machines with the 325i, 328i and 330i indices, has an order of magnitude fewer problems. It has different pistons - from Mahle, not from Kolben, and almost no oil is consumed through the piston group. Thus, with the timely replacement of valve stem seals or the installation of a low-temperature thermostat, it does not “eat up” oil and does not have all the problems associated with this. And when using high-quality "synthetics", even Valvetronic and VANOS do not cause serious trouble. But with city runs of more than 150 thousand, and he gets a full set of troubles, like a “little brother” with a volume of 2.5 liters. On machines with the 335i index, turbocharged engines of the N54B30 series are installed. Their volume is also three liters, but there is a traditional aluminum cylinder block with cast-iron liners, direct injection and two turbines. Valvetronic is not here, but there is an injection pump, which is a consumable. Yes, CPG is more reliable - it is almost always possible to restore the piston group without boring. However, problems with direct injection nozzles, turbocharging, ignition modules and a complex water-air intercooler do not leave him a chance for higher reliability. Since 2011, a newer N55B30 engine has been installed on the car, which is distinguished by the presence of only one turbine and the Valvetronic III system. In fact, there are few changes - the motor has become a little more complicated, but problems have also been added (although, it would seem, much more?). Not a very successful new piston group instilled in the motor an appetite for oil. A decrease in oil pressure and an increase in operating temperature cause a problem with the operation of hydraulic valve lifters and valve seals. And all together, this “kills” the ignition modules and injectors even faster. Diesel engines should become a consolation for all BMW-waters, but not everything is safe here either. A lot of materials have been written about the most popular two-liter diesel engine of the N47D20 series, it was also noted among

BMW 3 Series E90

From the history of the model

ON THE CONVEYOR: from 2005 to 2012
BODY: sedan, station wagon, coupe, convertible
RUSSIAN RANGE OF ENGINES: petrol, Р4, 1.6 l (116–122 hp) and 2.0 l (129–156 hp); P6, 2.5 liters (218 hp) and 3.0 liters (256, 272 and 306 hp); diesel, P4, 2.0 l (177 and 184 hp); P6, 3.0 l (231 and 286 hp)
GEARBOX: M6, A6
DRIVE UNIT: back, full
RESTYLING: in 2008, interior elements, lighting equipment, bumpers, hood, trunk lid and radiator grille were slightly updated; changes in the design and power of some motors
CRASH TESTS: 2005, EuroNCAP, overall rating - five stars; protection of the driver and adult passengers - 94%; protection of passenger-children - 80%; pedestrian protection - 11%

The "treshki" sedan intended for the Russian market was assembled mainly in Kaliningrad, but there were also modifications that were supplied exclusively from Germany. The sedan had the E90 index, the station wagon - E91, the coupe - E92, and the convertible - E93.

There were no special complaints about the quality of the domestic assembly. The paintwork is durable, so traces of rust will indicate poor-quality restoration repairs.

The architecture of the body is quite simple. The “treshka” has a much higher maintainability than the machines of the fifth series (E60) with an aluminum front: you don’t have to glue anything when restoring.

The E90 sedan has never attracted car thieves, but the wheels of these cars are still often removed.

EPIDEMIC

Unlike Mercedes-Benz cars with their bacchanalia of indices, BMW has largely preserved the correspondence between the model name and engine size. We discard the first digit 3 (the designation of the third series) and separate the remaining two with a comma - most often we get the engine displacement. The letter i at the end means that the unit is gasoline, d - diesel.

And for dessert - a very controversial and extremely incomprehensible decision of German engineers to remove the oil dipstick from gasoline engines of that time. The liquid level is monitored only by a sensor in the sump, which provides information to the on-board computer. According to the law of meanness, this "partisan" begins to lie after about 100 thousand kilometers. Often, erroneous readings lead to fatal consequences for the motor. The real amount of oil can be found out only by draining it. According to servicemen, the fragility of the sensor is also related to the quality of our fuel, which one way or another gets into the oil. After all, such a problem is not typical for cars imported from Germany, despite the fact that many have already run over 200 thousand km.

Unfortunately, diesel engines also let us down, despite the fact that their oil level sensor is duplicated with a familiar dipstick. The supercharged 2.0 engine (N47) has the same chain stretch problems. The trouble is that against the background of the rattling of a diesel engine, its increased noise is poorly distinguishable. The problem can manifest itself at any run. Most often this happens after 100 thousand km, but it also happened at 30 thousand. However, some managed to drive without replacing the chain and 250 thousand. Much depends on the mode of operation: the quieter the ride, the longer it will live. The manufacturer has already changed suppliers of the problem part several times. In appearance, the freshest chains, the sample of 2014, do not differ structurally from their predecessors.

Replacing a chain on a 2.0 diesel is very laborious. The timing mechanism is located at the rear, on the side of the gearbox, so the motor must be removed. When replacing the chain, a hidden problem may surface: by about 100 thousand km, the rollers of the rockers (pushers) of the valve mechanism break. This happens quite often, but does not affect the behavior of the motor and does not lead to serious problems. Usually rockers are changed for the company with the chain.

The supercharged in-line six-cylinder diesel 3.0 existed in two main versions - with the M57 and N57 indices. The M57 motor (the so-called pre-styling) had a cast-iron cylinder block and a front timing drive. N57, younger, changed cast iron to aluminum, and the timing was changed to rear. Despite the differences, both motors are still the most reliable in the line, but the M57 is still more preferable. The chain on diesel "sixes" also sometimes stretches, but much less often than on a four-cylinder 2.0 engine.

But the problems with crankcase ventilation are deeper than those of gasoline engines. Very often, the block has to be changed already at 30 thousand km. Fortunately, it is sold separately from the valve cover. It is not worth pulling with the replacement of a faulty unit: the combustion products of the oil that it drives into the intake system accelerate the clogging of the particulate filter.

On all diesel engines, after 100 thousand km, the glow plugs and their control unit die. The problem pops up mainly in winter in the form of a difficult start of the engine. Servicemen recommend changing all the elements at once if at least one candle fails, so as not to return several times and not spend extra money.

An absurd problem: for all turbodiesels, after 100 thousand km, the rubber damper filler of the crankshaft pulley begins to collapse. In the worst case, it comes to a gap - and the pulley can fall off altogether!

As it turned out, clogged (usually after 100 thousand km) particulate filters can be washed. The method is artisanal, but effective. The assembly is removed from the car and the insides are washed several times with a high pressure washer (for example, Kärcher). Then chemistry is poured into it - active foam for washing cars, and sometimes even dishwashing detergent - and left for half a day. Then everything is washed again with a high-pressure apparatus and put on the car. They complete the case by forcibly turning on the particulate filter regeneration process. According to servicemen, in 90% of cases, a node worth 120 thousand rubles can be reanimated.

All BMW engines are very sensitive to overheating. Therefore, those who operate the car often are advised to flush the radiators every year with their complete removal. The operation is not cheap, but it will save you from immeasurably higher costs, since it increases the engine life.

In the attachments of all motors, rollers begin to whistle by 70–80 thousand km, and the belt itself is usually enough for 100 thousand.

The resource of turbines on gasoline versions is from 150 thousand km, and on diesel engines - from 200 thousand. The car is not very large, so the load on these nodes is quite gentle.

So, reducing the oil change interval will significantly postpone the onset of many problems with engines, and some of them will even win. The trouble is that the on-board system for calculating the oil change period lives its own life and sometimes gives out fabulous intervals of 20-25 thousand km, which in our conditions is akin to a sentence for the engine.

Servicemen urge you to think with your own head and change the oil every 10 thousand km.

EVERYTHING EXCEPT

On the "treshki" they put GM and ZF machines. An American brainchild is a rarity. The GM box was used only in tandem with a 2.0 petrol engine (150 and 156 hp). The only problem with this machine is the gear selection valve in the valve body. After 100 thousand km, and mainly in winter, a fragile plastic slider drive breaks in it. Fortunately, the valve is available as a separate spare part.

ZF gearboxes are even designed for more powerful motors than those in the E90 line. Therefore, there are almost no problems with them. True, on top-end motors after 150 thousand km, wear of the bushings on the shafts (seats) on which the elements of the planetary gears are fixed is still possible. The average resource of the machine is usually 200-250 thousand km. Official dealers do not restore boxes, but some independent services are ZF partners and carry out any repairs.

The oil in the machines must be changed every 60 thousand km. Both models have an early lock-up torque converter. The clutches of this mechanism slip (especially when driving through traffic jams) - and the wear products spread throughout the box.

Unfortunately, the oil filter is not able to filter them out. The result is increased wear of the elements of the box and malfunction of the valve body. This is typical mainly for powerful motors.

Statistics on manual transmissions is very poor: very few such cars were sold.

The all-wheel drive transmission of the BMW xDrive is reliable, there are no problems with it on the light and not very power-armed E90 sedan. The same oil seals and anthers of drives are changed extremely rarely, including on rear-wheel drive cars.

The steering is not annoying. Leaking or knocking of the rack is a rarity. Steering tips and rods are changed mainly due to souring, when it is impossible to adjust the convergence.

Satisfied reliable and suspension. If problems do arise, then closer to 100 thousand km: shock absorbers are brought in the front suspension (it is advisable to change them along with the thrust bearings), and in the rear - floating silent blocks in the upper wishbones, which usually break after 80 thousand km. The resulting creak will warn of their imminent death. Front brake pads are enough for an average of 35 thousand km, rear - for 45 thousand. Brake discs typically outlive two sets of pads.

The internal electrics of the E90 "treshka" are quite simple, but not without problems. From the battery located in the trunk, two positive wires depart. One of them is connected to the fuse box behind the glove compartment. A poor-quality connection between them melts over time, and at one fine moment you will not be able to open the car from the key fob or, much worse, turn on the ignition. This problem usually occurs after 40 thousand km. As a result, you have to change the fuse box and the battery wire to a modified one.

The second positive wire partially runs along the bottom of the car. One of its connections is located under the rear right wheel arch. A lot of dirt will get into this place, and the contact begins to rot. As a result, gasoline engines 1.6 and 2.0 can even go into emergency mode - due to the failure of one of the relays. Due to severe battery discharge, the AUX input often fails in conventional audio systems without a monitor. The problem is treated by recoding the head unit.

A specific disease of the E92 coupe is a possible failure of the seat belt feed mechanisms: the electric motor on the driver's or front passenger's side dies. It is beyond repair.

Word to the seller

Egor Mokshin, manager of the Arbat Auto used car showroom network

In the secondary market, the E90 is rather illiquid. Before the crisis, cars were sold within three to five weeks, which is a long time by our standards. In the current economic situation, they are bought up more willingly, but sooner or later everything will return to normal. It is extremely difficult to sell a commission car for the money that the owner wants to receive. "Treshka" with this body loses much to competitors (Audi and Mercedes-Benz) in the market: at an equal price, BMW has a poorer package.

The 320i and 325i models are most readily taken, and diesel cars, generally speaking, are not held in high esteem. From time to time, we still accept diesel versions for sale (mostly imported from Belarus), but only in very good condition.

It’s quite easy to twist the mileage on a BMW compared to the same Mercedes. Someone is limited only by the odometer readings, and then the real mileage can still be fished out of some kind of control unit. But more often scammers approach the matter thoroughly, so there is no end to be found.

Word to the owner

Margarita Kozlova, BMW 320xd (2009, 2.0 l, 177 hp, 150,000 km)

The car came to me a little over two years ago. It was with a mileage of 100 thousand km (fortunately, German), but in condition it was practically new. Still, the conditions in Germany are better, and the Germans treat their cars with care.

"Treshka" makes me very happy, especially with its driving properties - a special thanks to the all-wheel drive. Now the mileage is about 150 thousand km, and during this time the car did not cause trouble. There were no problems with starting the turbodiesel even in severe frosts. During the tenure, I had to change the windshield (the stone is to blame), but otherwise - only little things in the suspension and wipers with pads. The service advised me to change the oil in the engine every 10 thousand km, and I adhere to this recommendation.

There was a funny incident with me. Once, at a regional gas station, she could not insert a diesel pistol into the fuel tank for a long time. The owner of a BMW adapted for our market came to the rescue. In his car, a special adapter is installed in the neck, allowing you to refuel everywhere without problems. It turns out that in Russia there are still many gas stations with old-style pistols. I immediately bought myself such an adapter for 1000 rubles.

Outcome
Despite all the possible malfunctions, the E90 can be considered a fairly reliable car. Usually, owners come to servicemen only for maintenance and replacement of small consumables. In a service that services BMW and Mercedes-Benz cars, they earn much less on a three-ruble note than on a C‑class of the same generation. Some serious problems can be avoided if you take the car more seriously.

Thank you for your help in preparing the material technical center "UNIT South-West".

Tuning BMW E90 - a wide range of parts, such as headlights, bumpers, trims, body kits, spoilers and ready-made solutions for each model. The BMW E90 series is quite young, its reckoning begins in 2005, when the mass production of this model was launched.
In 2006, the lineup expanded and included several more variations:

BMW E91 - station wagon;

BMW E92 - coupe;

BMW E93 - convertible.

About the BMW E90 series

The BMW E90 is larger than its predecessor, the E46, both in length and width. Significant changes have undergone and the exterior design of the car. Like the previous generation of BMW, the BMW E90/91/92/93 model provides ample opportunities for tuning. And although the Bavarian concern is very careful in developing its models and offers the buyer an almost perfect car, both in terms of design and technically. Nevertheless, the owners of the BMW E90 love to experiment, to individualize their car. This fact is taken into account by manufacturers of spare parts and accessories for E90 tuning, expanding their range and developing new features.
Tuning BMW E90 is an incomparable pleasure for both the car owner and the tuning studio. It is pleasant and easy to work with such models, changing just one node or adding a small accessory can radically transform a car. In the online store site you will find both individual parts, and finished items, and kits. Imagine, and we will help turn your fantasies into reality!

The BMW 3-series in the back of the E90 is an ambiguous model. On the one hand, the Internet is full of "horror stories" about the "fragility" of this model, the cost of its maintenance, they compare the E90 with the previous E46 - and always in favor of the latter.

On the other hand, the owners of the E90 “treshka” manage to drive 300 thousand km without serious problems, admire the handling and do not know grief. Where is the truth? Let's figure it out.

The new "three-ruble note" BMW was released in 2006, replacing the previous generations - E36 and E46 with its "illogical" E90 index.

Sedan received the designation E90, touring - E91, coupe - E92, convertible - E93.

The new design was shocking, and in America and Canada immediately brought the "three-ruble note" to bestsellers. The unfamiliar look was complemented by unchanging handling and interesting interior design.

Four-wheel drive, improved dynamics, reduced fuel consumption and a traditionally large selection of petrol and diesel versions are the reasons why the E90 has remained a popular option on the Belarusian used car market for many years.

If we compare the E90 with its predecessor E46, they are similar in design, especially in terms of size and body architecture.

But updating the line of engines and gearboxes, innovative steering (active rack), a variety of electronic assistants draw a clear line between the car of the "gone" BMW era and the modern era.

And, of course, it directly affected the cost of maintaining and maintaining a more complex structure.

Body and interior

Since the E90 is a relatively old car, the iron of this “three-ruble note” does not raise questions from the owners, and the wheel arches and the bottom are well protected from corrosion by the manufacturer.

Structurally complex bumpers and a plastic aerodynamic body kit suffer only from an accident. Pre-styling BMW E90s have situations with sagging fender liner.

Despite the McPherson on the front axle (multi-link rear), thanks to careful design - perfect 50:50 weight distribution, precise steering and a great gearbox - the "troika" has become an unsurpassed "tool" for fast and safe cornering. At the same time, it provides an acceptable level of comfort, not counting the sporty modifications of the M3 and M3 GTS.

The market is dominated by sedans with the factory designation e90. The elegant and dynamic body is slightly spoiled by the taillights of the pre-styling model, associated with the European Daewoo Lanos.

If you are interested in the family possibilities of a car, or you plan to make long trips and ski on weekends, then you need to look at the station wagon version - e91. Trunk volume is the same as in the sedan - 460 liters. However, access to it is easier, and the tailgate glass can be opened separately.

The e92 coupe is more expensive than the sedan and station wagon. Only two people fit in the back row. However, contrary to expectations, it is quite comfortable even for people a little over 180 cm tall. Getting in and out is not too difficult. For the driver and front passenger, a power belt delivery system is used. Many coupes were brought in from other markets: the vast majority from the US.

The fourth and final version of the body of the BMW 3 is a solid and neat E93 convertible with a hard top. An inexperienced car enthusiast can easily confuse it with the e92 coupe. The capacity of a four-seater is comparable to a coupe. The popularity of the convertible is very low.

In any of the BMW 3 models, the rear wheel arches penetrate into the limited space of the cabin, reducing the level of comfort on the sofa. The driver on a long trip is hindered by the uneven floor profile (the closer to the seat, the higher), which makes it difficult to find a comfortable place to rest the legs. It is noteworthy that the front passenger floor is flat. The view of space is limited by too small external mirrors.

Engines

More than 20 different engines with power from 115 hp were offered for the "troika". in 316d up to 450 hp in M3 GTS (4.4 V8). The weakest gasoline engine develops 116 hp. in 316i (1.6), the most powerful diesel is 286 hp. in 335d (3.0 R6). Everyone will be able to find a car with an engine to their liking. True, fans of the brand may be disappointed in the future.

Petrol engines

4-cylinder units of the N45 series often suffer from a loose timing chain, which can jump several links. BMW carried out a number of improvements, but did not manage to completely get rid of the problem.

Gasoline versions of the N46 (318i and 320i) with the Valvetronic system sometimes begin to consume excessive oil - 1.5-2 liters per 1000 km. The problem is most often observed in units using a different oil than prescribed - Castrol SLX 5W-30. With a different oil, piston rings wear out faster. Sometimes the oil burner problem can be solved by replacing the valve stem seals. The cost of the procedure is over 40,000 rubles.

From time to time, the Valvetronic servo drive (systems for smoothly changing the stroke of the intake valves) is rented out. Malfunctions can be caused by a loss of power due to corrosion of the positive wire contact.

The engine of the sedan 320 si (173 hp / N45 B20A) in 2005-2006 adopted the technology of racing units. It often suffers from cracks in the thin walls of adjacent cylinders. The high-powered engine is practically beyond repair. A new block with pistons is more expensive than 100,000 rubles. There are practically no engines with mileage in normal condition on the market.

The new N43, unlike the N46, does not use the Valvetronic system, but instead received direct fuel injection. The cold engine runs with a characteristic chirp, which some mistakenly take for the noise of the timing chain drive. However, the timing chain here, as in the N46, cannot be called exemplarily durable.

N52 (323i, 325i, 330i) has a tendency to increase oil consumption from birth. Butter appetite only increases with age. Rings lie, and when opened, scuffs are sometimes found on the walls of the cylinders. Since February 2010, upgraded pistons have been installed, and the defect has been eliminated.

The 4 and 6-cylinder direct injection petrol engines (N43 and N53 - since 2007) use more gentle Bosch injectors. In some cases, they fail after 70-80 thousand km. The engine loses power and starts to smoke. The defect is more likely to occur in vehicles that are operated too ... carefully. Relatively early, the high-pressure fuel pump can also fail.

From a technical point of view, the BMW 335i engine is interesting. It is a turbocharged R6 with a volume of 3.0 liters, and in terms of dynamics it loses only to the M3 engine. Its disadvantages: turbocharger and lubrication system. Before restyling (N54), two turbines were used, and after (N55) - one turbine with a double channel. In both engines, the oil degrades rapidly, forming sludge that clogs the lubrication channels, accelerating the wear of the turbocharger and the engine itself. From the very beginning, premature wear of the high pressure pump was annoying in the N54. In general, the N55 is considered more reliable.

A catalytic converter due to low-quality fuel can fail after 150,000 km. It is cut out, flame arresters are installed and the engine ECU is reprogrammed. For everything you have to pay about 10,000 rubles.

Ignition coils (from 1,300 rubles), as a rule, serve about 100-150 thousand km. If one died, then others will soon refuse.

Diesel engines

The N47 2-litre turbo diesels (316d, 318d and 320d from September 2007) have a gentle timing chain. There are two of them here. In the worst case, the upper chain may break - the camshaft drive. The cost of original spare parts (others are not recommended) is about 10,000 rubles, work is about 40,000 rubles. The chains are located at the rear of the engine, so the assembly must be removed for replacement. A side effect is wear on the drive star on the crankshaft. Despite a number of improvements, the defect has not been completely eliminated.

The N47 has non-repairable piezo injectors sensitive to fuel quality. The turbocharger for this engine is made by Mitsubishi. After 100,000 km, the turbine axis is sometimes destroyed. In addition, the turbocharger control unit, which changes only when assembled with the turbine, may fail.

Sometimes in N47, cracks appear between the cylinders. A slow leak of coolant will tell you about the flaw.

If you need a 4-cylinder turbodiesel, then it is better to look for options with the "old" M47D20. But finding a well-groomed copy with such an engine will be very difficult.

2005-2006 turbo diesels often suffer from oil leaks from under the intake manifold.

The timing chain drive of the old M57 may need to be replaced after 200,000 km. In addition, there is a risk of broken flaps in the intake manifold, which can lead to engine damage. The worst thing is that there are no alarming symptoms. The only way to avoid problems is to disassemble the intake manifold and check the dampers.

E90 diesel engines are mostly equipped with a particulate filter. Problems with it occur frequently. As a rule, due to an inferior regeneration process. But sensors can also fail.

Transmission

The engine was paired with a 6-speed automatic ZF 6HP or GM GA6L45R, as well as a 6-speed manual gearbox. The resource of a dual-mass flywheel is just over 200,000 km.

Both automatic transmissions are quite reliable and, as a rule, do not cause problems up to 200-250 thousand km. It is often possible to get rid of the shocks or kicks that have appeared after adapting the box or updating its software.

Nevertheless, for the desire to experience the drive after 100-150 thousand km, you have to pay with the wear of the torque converter and bushings, friction clutches, solenoids and valve body. One of the indispensable conditions for the survivability of the machine is an oil change every 60,000 km.

Basically, all BMW 3 series are rear-wheel drive, but there are also all-wheel drive copies with the xDrive system. An electronically controlled interaxle multi-plate clutch allows you to redistribute all the power to one axle, including only the front one. Under normal conditions, 60% of the torque is sent to the rear wheels.

Episodic failures in the operation of the transmission occur as a result of a failure of the transfer case servo drive. The rear gearbox can hum after 150-200 thousand km due to wear of the cone bearings. After 200-250 thousand km, you have to change the crosses and the driveshaft support - about 15,000 rubles.

Chassis

The e90 suspension, compared to the e46, is better - it is stronger and cheaper to repair. If in the E46 the repair of the front suspension was necessary after 70-80 thousand km, then in the E90 it reached 120-150 thousand km. However, the front stabilizer links could have ended much sooner.

On the rear axle, weaknesses appear after 100,000 km - floating silent blocks. They start to creak when it's dry and subside when it gets damp outside. A new part costs about 5,000 rubles. The remaining elements serve for a long time.

The rear wheels of the BMW 3 are installed with a small blockage inside - a house. This improves vehicle stability at high speeds. However, this geometry causes rapid wear of the rear tires, especially the inside of the tread.

Before buying, you need to check the condition of the steering rack. Its replacement can cost about 30,000 rubles. After 200-250 thousand km, a power steering pump is sometimes rented (from 16,000 rubles).

The brake system is quite hardy, but it may take 12,000 rubles to upgrade it. Sometimes the vacuum pump fails, as extraneous noise will tell you. At least 12,000 rubles will be asked for a new pump.

Electrical and electronics

Minor electrical faults are quite numerous. Interruptions are often caused by a dead battery or poor power supply. For example, under the "trough" of the trunk, the positive wire contact rots, and in the fuse box (behind the glove compartment), the positive wire contact is melted.

Interruptions in the operation of the central lock and external lighting are the result of a failure of the FRM unit. The block needs to be reprogrammed again, for which 6-10 thousand rubles will be asked in the specialized service.

One of the typical problems of the e91 wagon is that the radio stops picking up radio stations, and the central lock does not respond to the remote control. This means that the antenna in the trunk lid has broken. For a replacement in an independent service, they will ask about 2,000 rubles, and the antenna itself costs about 10,000 rubles.

Another typical problem of the same station wagon is damage to the trunk lid wiring harness. It's just too short. In a good workshop, it can be lengthened for 2,000 rubles. Worse, when damage occurred inside, then the cost of repairs increases to 5,000 rubles.

A locked steering wheel can be an unpleasant surprise. Usually, an indicator with a yellow steering wheel warns of an impending problem, then it lights up red. But since it is still possible to drive a car, many people put off visiting the service until the steering wheel finally locks. In the oldest BMW 3 of this generation (until 2006), a software update often helps (about 5,000 rubles). If it does not help, you will have to replace the electronic board.

Xenon lamps are far from eternal. Approximately every four years they have to be changed. Products of famous brands cost about 4,000 rubles apiece. In addition, the reflector melts over time, and the headlight itself begins to sweat. The cost of a new block headlight is about 20,000 rubles.

Model history

December 2004 - start of production of the E90 sedan with gasoline engines: 2.0 liter (129 hp / 318i; 150 hp / 320i), 2.5 R6 (218 hp, 325i), 3.0 R6 (258 hp, 330i), 2.0 diesel engine (163 hp, 320d);

2005 - Touring Wagon (station wagon) E91 and all-wheel drive versions 325xi, 330xi, 330xd; petrol versions with engines: 1.6 (116 hp, 316i), 2.0 (129 hp, 318i), 2.0 (173 hp, 320si); diesel versions with engines 2.0 (122 hp, 318d), 3.0 R6 (231 hp, 330d);

2006 - two-door coupe E92, petrol versions with engine: 3.0 R6 (306 hp biturbo, 335i), diesel versions with engines 3.0 R6 (197 hp, 325d), 3.0 R6 (286 hp biturbo, 335d);

December 2006 - start of production of the E93 convertible;

2007 - M3 sedan and coupe version with 4.0 V8 engine (420 hp); petrol versions with engine 2.0 (136 hp, 143 hp, 318i), 2.0 (156 hp, 170 hp, 320i), 3.0 R6 (218 hp, 325i ), 3.0 R6 (272 hp, 330i); diesel versions with engines 2.0 (143 hp, 318d), 2.0 (177 hp, 320d), 3.0 R6 (286 hp biturbo, 335d);

2008 - restyled sedan and station wagon, M3 convertible, 1.6L petrol engine (122 hp, 316i) 3.0 R6 diesel engine (245 hp, 330d);

2009 - diesel 2.0 l (116 hp, 316d);

2010 - restyled coupe and convertible, version of the M3 GTS with a V8 4.4 (450 hp), 2.0-liter diesel engine (115 hp, 316d), 2.0 (163 hp, 184 hp) s., 320d), 3.0 R6 (204 hp, 325d);

October 2011 - end of production of the E90 sedan;

June 2012 - production of the E91 station wagon was discontinued;

Conclusion

The BMW 3 e90 is not just a technical continuation of the popular e46. Many elements such as suspension and electronics have been designed from scratch. It should be remembered that the longevity of the car is interconnected with the care of the owner. But, one can only guess about the depth of care of the previous owners.

Specifications BMW 3 Series E90

Dimensions

Modifications

Petrol

engine	Working volume	Power and torque	Acceleration	Maximum speed	fuel consumption
		122 HP and 160 Nm			5.9 l / 100 km
		129 HP and 180 Nm			7.3 l / 100 km
		136 HP and 190 Nm			6.3 l / 100 km
		143 HP and 190 Nm			5.9 l / 100 km
		150 HP and 200 Nm			7.4 l / 100 km
		163 HP and 210 Nm			6.4 l / 100 km
		170 HP and 210 Nm			6.1 l / 100 km
320si, R4 2.0L		173 HP and 200 Nm
		177 HP and 230 Nm			8.4 l / 100 km
		191 HP and 230 Nm			8.4 l / 100 km
		203 HP and 244 Nm
		218 HP and 250 Nm			8.4 l / 100 km
		211 HP and 270 Nm			7.2 l / 100 km
328i (USA) R6 3.0 l		233 HP and 271 Nm
		257 HP and 300 Nm			8.7 l / 100 km
		272 HP and 320 Nm			7.2 l / 100 km
330i (USA) R6 3.0 l		304 HP and 407 Nm
		306 HP and 400 Nm			9.6 l / 100 km
		420 HP and 400 Nm			12.4 l / 100 km

Diesel

engine	Power	Power and torque	Acceleration	Maximum speed	fuel consumption
		115 HP and 260 Nm			4.5 l / 100 km
		122 HP and 280 Nm			5.3 l / 100 km
		136 HP and 300 Nm			4.7 l / 100 km
		143 HP and 300 Nm			4.7 l / 100 km
320d ED, R4 2.0L		163 HP and 380 Nm			4.1 l / 100 km
		163 HP and 340 Nm			5.7 l / 100 km
		177 HP and 350 Nm			4.8 l / 100 km
		184 HP and 380 Nm			4.7 l / 100 km
325d, R6, 3.0L		197 HP and 400 Nm			6.4 l / 100 km
325d, R6, 3.0L		204 HP and 430 Nm			5.7 l / 100 km
		231 HP and 500 Nm			6.5 l / 100 km
		245 HP and 520 Nm			5.7 l / 100 km
335d, R6, 3.0L		286 HP and 580 Nm			7.5 l / 100 km