BMW 5-Reihe E34 (1988-1995) and BMW 5-Reihe E39 (1995-2003)

Automobiles BMWit is impossible to reproach with lack of capacity. And many owners BMW it is possible to suspect of lack of money to the maintenance of the Bavarian automobile.

It is indicative, that, being much more complex, technological and harmless automobile, than the previous model E34 new E39 outstrips the progenitrix on dynamics, the charge of fuel and even on weight! But to contain "five" became much more dear.

External review E39

The first, that it is necessary to take into account to the buyer second-hand BMW - to find completely not beaten machine it is almost impossible, it is especial if the question is body E34. Therefore check of geometry of a body and its survey for corrosion are included into the list of obligatory actions before purchase of the automobile. Bodies E34 are zinced only in part, and the champion on anticorrosive protection BMW is not. However, and the outsider too. For E39 the question of protection against a rust while is irrelevant.

The second nuance - to fans of exotic and the other aesthetes secretly dreaming about BMW М5, we inform, that it is the original model having set of basic differences from usual "5". The engines, transmissions, details of a body (at M5 E39 even mirrors of a back kind are changed), the modified suspension bracket, etc. Not original spare parts, naturally, it does not happen. Besides M5 are rare: for example, in body E34 of them it is made by the little more than 12 thousand. But an absolute exclusive - Alpina B10 Biturbo, E39 on base 535i (motor M30) which have let out equally 507.

Internal review E39

In comparison with E34, in interior E39 the noise isolation has improved, quality of furnish has considerably increased, and on a back seat became more spacious.
Among weak places of body E34 - refusals of the central lock, the mechanism of opening of a back glass tuareg, breakages of a trapeze of a screen wiper. Quite often gives failure the instrument panel - especially by machines is more senior than 1991. drainage apertures under blocks of management ABS and the engine are in the course of time hammered - and water "bath" results in an output of electronic blocks out of operation. Two E39 electronic blocks established by a number responsible for work of control bulbs reports of information on the display frequently refuse - these details can be bought on disassembly till 10-30 $.
BMW 5 series E39 - the automobile filled by electronics in literal sense before refusal. For example, by machines than 5-7 years chronically contact between loops of information displays and a payment is more senior vanishes. In result there are so-called « beaten pixels », the image on the display in part vanishes. And this malfunction - frequently "floating" also depends on humidity of air. One more characteristic problem - the climate - control. Sometimes it starts to live the life, independently distributing air streams, refuses to adjust temperature, etc. The Verdict - replacement of the E39 block of management, the electric motor or the block of resistance. In rare cases the automatic proof-reader of headlights (the new gauge of a road gleam costs 90 $) knocks. Inside there are some plastic details which are frequently deformed and fail, is especial if to experiment opening the frozen glass in the winter.

Under cowl E39

The engine - the most reliable detail in BMW. All petrol motors of both generations of 5 series are equipped with the distributed injection of fuel (on E34, basically, injection Bosch Motronic; on E39 - Siemens MS or Bosch Motronic on V8). Till 1991 there were versions with catalitical neutralizer and without - dynamic characteristics at them do not differ.
About old motors M20 and М40 (body E34) we advise to forget at once. They are insufficiently powerful, but are gluttonous, equipped with a gear belt instead of a durable circuit on other motors BMW (at M40 the drive of a belt is especially whimsical), are inclined to destruction of oil more than other engines. Therefore we recommend these versions to prefer more successful M50 (2,0-2,5 л) and М43 (1,8 л since May, 1994). By the way, hydropushers of valves are absent only on old motors M20 and М30 - backlashes here are adjusted by bolts.
In 1995-1996 were issued E39 tuareg 518G with the factory gas equipment.

On the majority of motors BMW gas distributor the mechanism is actuated by a circuit which serves at least 200-250 thousand in km, but besides a durable circuit, is still "modular" driving belts which need to be changed together with tension after 60-80 thousand in km.
"eat" oils on high revolutions typically for all Bavarian motors. But for driving on low revolutions BMW nobody buys, therefore be accustomed to supervise on a regular basis a level of oil and to add on litre - one and a half on 1000 kms. To save it is impossible! The durability of system of change of phases depends on quality of greasing gas distribution VANOS. Firstly the system changed only height of rise of inlet valves - in 1992-1998 to it were equipped only 6-cylinder M52. Since 1998 engines V8 M62TU with system VANOS are accessible, and line "six" M52TU (and M54 after 2000) have received system Double VANOS managing both cam-shafts. After 250-300 thousand in km VANOS (on motors V8 even earlier, to run of 200-250 thousand in km) can demand large repair with replacement of circuits and asterisks. Work + will pull spare parts on one and a half thousand dollars.
The system of cooling E39 demands vigilant supervision. Fine, apparently, "glitch" can lead to overheat the motor and replacement of the head of the block! Attention everything, from элeктронно-controlled calorstat up to clutch here demands inclusion of the fan (viscous clutch old machines costs 140-150 $ and fails much more often the electric motor on E39). Temperature loading of motors V8 is especially great - fans of cooling live years five - seven, sometimes burst expansion tanks of a cooling liquid. Times in two years do not overlook to clean "sandwich" of radiators under a cowl.
It is important to watch and system of ignition. The coil of ignition frequently fail - usually in it bad candles are guilty. The others « places of risk » - Lambda-probes (on E39 their four), the gauge of the charge of air, etc.
Sometimes the case of the oil filter proceeds. By old machines can fail and the valves interfering running off of oil in cartel during parking. In 5-6 years of operation the valve refuses in system of ventilation cartel is concerns all motors E39 and М60 on E34.
Water in fuel fatally affects not only diesel versions, but also on petrol. Corrosion appears in a fuel tank, destroys its enamel covering, litters the filter of a gasoline pump and puts out of action gauges of a level of fuel.
swirl chamber turbodiesels BMW to purchase are not recommended. 2,4-liter on E34 it is quite good, but it is already too old. And 2,5-liter (tds - with intercurrent, td - without) appeared much more whim. Managing electronics knocks, the pair wears out plunger, the long head of the block is deformed at the slightest overheat.
Mechanical boxes of transfers of majority 5 series - five-step. On E39 540i both generations meets $6-in steps GB. All boxes are reliable, in due course the plastic cartridge of the lever only becomes loose, leak omentums of a shaft and a side scene. transmissible oil is desirable for changing. The type of used oil is specified on a factory label: this either synthetic 75W-90, or mineral 80W-90, or ATF Dexron II. Seldom, but there are boxes (usually 518i) where special oil BMW is applied only.
To buy BMW with the worn out coupling it is dangerous, especial if the previous owner makes impression of "racer". Cases when together with the complete set of coupling it was necessary to change the worn out two-mass flywheel of the engine are frequent. Replacement on one-mass on the majority of updatings is impossible. Quite often the support of a plug of coupling requires replacement also.
Automatic GB till autumn of 1990 were $4-in steps German ZF 4HP22. Then on E39 versions with motors M50, M60 and 525tds it was put $5-in steps ZF 5HP18, on the others (including for the American market) - a $4-in steps box such as THM R1 from General Motors. Models 540i and the some people 530i with motors M60 were equipped AGB ZF 5HP30. On E39 the same were applied 5HP18 and 5HP30 from firm ZF. Two last AGB - unattended, oil in them is filled on all service life. In other "automatic devices" oil (Dexron II/III) is subject to replacement everyone of 60.000 kms. All automatic boxes are reliable, but are afraid of sharp inclusion of back transfer after a mode "Drive". The inaccurate reference it is possible to break a lock ring.
The some people 5 series E39 in both bodies are equipped with automatic blocking of differential (the standard for all M5). Depending on presence / absence of blocking oil for refuelling in differential gets out also. Do not mix! Back reducer BMW is in itself very reliable, but filling up wrong oil it is possible to provoke leaks of omentums and even jamming of a reducer.

Cost of service

Forward suspension bracket of both generations BMW of 5 series - two-lever. Feature E34 - the amortisation rack is made at the same time with a nave of a wheel, and the shock-absorber represents a replaceable cartridge. On E39 aluminium details - in levers, steering drafts, underframes, support of amortisation racks, brake supports are widely applied. With some clauses, the list of aluminium details corresponds to the list of the most often malfunctions. That is typical, in a suspension bracket eight-cylinder BMW E39 less than aluminium details, and it serves longer, than at machines with six-cylinder motors.
Forward stabilizer racks of all E39 keep 20-30 thousand in km. Spherical support always vary together with levers. By both machines they serve about 100 thousand in km. Сайлeнт-blocks E34 - separately (but if the bottom lever aluminium, besides in gathering). At BMW E39 under the factory documentation only the сайлeнт-block of the top lever separately varies. But hinges of a suspension bracket in body E39 are more reliable - 40-80 thousand in km against 30-70 thousand in km at E34. Shock-absorbers opposite, are more durable at E34.
The characteristic detail - on forward axis E39 is subject to adjustment only a corner of a convergence of wheels. Disorder is not adjusted - similar problems are solved only body repair or replacement of details (for example, support of amortisation racks with an opportunity of adjustment of disorder of wheels are issued).
Back suspension bracket E34 - independent on two slanting levers and two additional. Levers out of operation practically do not leave, but everyone of 100-120 thousand in km it is necessary to change support of a beam of the bridge and shock-absorbers together with the top support. Replacement сайлeнт-blocks of back levers (20-45 $ pair - on the party) much less often demand, but work on replacement is labour-consuming, we advise to charge its specialized service.
Back suspension bracket E39 - independent four-lever, collected on a underframe. With reliability here all not so is good, as in E34. For example, 20-60 thousand in km "floating" сайлeнт-blocks - needle hinges of the bottom integrated lever (15-50 $) serve. Through 60-90 thousand in km because of deterioration of spherical support it is necessary to change the top levers. After 200-250 thousand in km there can come a turn of the bottom shaking levers. Under the factory documentation levers of a back suspension bracket are delivered only in gathering. Salent-blocks and spherical support separately do not happen.
Some versions BMW E34 and E39 are equipped with hydraulic system of stabilization clearance. For E39, besides it, the electronic system EDC, capable to change rigidity of shock-absorbers was offered. And it not a prerogative of powerful versions: an adjustable back suspension bracket put even on 520i. Both systems are reliable, and a mechanical part (levers, сайлeнт-blocks) with them serve longer, than in a usual variant. But if shock-absorbers will break down - thousand dollars on repair can and not suffice. Not original spare parts does not exist in the nature.
Brake system at E39 more effective. But also more expensive under repair. Already since the version 523i forward and back brake disks - ventilated. By both machines forward supports suffer from road salt and chockпослe 2-3 winters. In body E34 system ABS was put serially on updating since 525i, and on weaker variants - for surcharge. At all E39 ABS - standard equipment. In rare cases blocks of management ABS (in body E39 of 1996-1999) fail - prepare to lay out 300-400 $ for "used" the block. Very fragile on BMW E39 there were also plastic gauges ABS which collapse at attempt of dismantle. Therefore if any repair operation demands removal of gauges ABS - it is possible to buy safely new gauges (not original from VDO costs 60-80 $, the original hardly is more 100 $).
One of basic weak places BMW E39 - breakages of helmsmans edging. If on previous model E34 bavarians always established steering reducers on E39 reliable worm reducers have left only for updatings with heavy motors V8. And on versions it is easier - have put edging steering management. Edging fails frequently. For some time free play it is possible to clean pulling up of the adjusting screw. But it is a provisional measure - as well as repair in garage conditions (120-150 $). Meanwhile, the new detail costs about 1000-1200 euros, and other way is not present. The working liquid in the hydraulic booster happens two types - ATF and CHF. To mix these oils it is impossible, it will lead to to leaks of hoses and breakage of the pump.

Result

In what a difference between trip to a car with reserved seats of a passenger train and a compartment of the high-speed express train? In the price, speed of movement and comfort. BMW - the powerful and dear automobile, "ticket" on driving in which costs dearly. The Bavarian engineers have made everything that the machine was fast and easy in management. From the owner the automobile is required to serve only correctly. To go free-of-charge "hare" will fail.