KNOWN FAULTS · BMW

Known faults for the BMW Serie 5 (E39).

2000–2004 · Petrol / Diesel

Sources are not verified in real time and no entry confirms that your car is affected.

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5 known faults with sources

Engines: 520i / 525i / 530i / 540i (Petrol)

Applies if: Only six-cylinder 520i, 525i and 530i (M52TU/M54); not the 540i V8.

Plastic cooling-system parts (M52TU / M54)Cooling

Engine / equipment: M52TU and M54 six-cylinder petrol (320i–330i E46, 520i–530i E39, 520i–530i E60 up to 2005, X3 2.5i/3.0i, X5 3.0i, six-cylinder Z3 and Z4)
Period mentioned: 1998–2006
Symptoms: Coolant loss without an obvious puddle, sweet smell, low-level warning, steam in the engine bay, heater stops warming and the temperature needle rises. Expansion tank failure is usually sudden; the water pump can fail with no visible leak.
Possible cause described: Many cooling parts are plastic and become brittle with heat and age: expansion tank, radiator neck, thermostat housing and the water pump impeller, which can crack or come off its shaft and stop pumping. The electric auxiliary pump is also a frequent failure.
Check for the garage: With the engine cold, check the level and look for cracks or dried coolant on the tank, radiator neck and thermostat housing. At a garage: pressure-test the system and inspect the pump. If the temperature rises, stop somewhere safe: a single overheat can warp the aluminium head. Never open the system hot.
Cost cited in the source: No verifiable estimate in the sources; ask for a quote. The sources recommend replacing tank, pump (preferably with a metal impeller), thermostat and hoses together on high-mileage engines.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

BMWTuning: E46 cooling problems Euro Premium Parts: M54 engine guide Autodoc: E39 cooling faults Turner Motorsport: X5 E53 (M54) cooling parts Brake & Front End: plastic pump impeller in BMW engines

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Engines: 520i / 525i / 530i / 540i (Petrol)

Applies if: Only six-cylinder 520i, 525i and 530i (M52TU/M54); not the 540i V8.

Crankcase ventilation (CCV) valve on the M52TU / M54Intake / engine management

Engine / equipment: M52TU and M54 six-cylinder petrol (320i–330i E46, 520i–530i E39, 520i–530i E60 up to 2005, X3 2.5i/3.0i, X5 3.0i, six-cylinder Z3 and Z4)
Period mentioned: 1998–2006
Symptoms: High oil consumption, bluish smoke, rough idle, whistling from a vacuum leak, engine light with lean-mixture codes and very strong suction when trying to remove the oil filler cap at idle.
Possible cause described: The system has a regulating valve and four plastic and rubber hoses under the intake manifold. The valve membrane tears and the hoses crack; on short trips in cold weather, condensation mixes with the oil, blocks the return through the dipstick tube and can freeze. Several forum owners cut oil consumption sharply by renewing the system, though others also blame piston ring wear.
Check for the garage: At a garage: smoke-test the intake to find leaks (CCV hoses, intake boots, DISA valve seal, valve cover gasket) and check whether the dipstick tube return is blocked. A cold-climate version of the system exists for cold regions.
Cost cited in the source: No verifiable estimate in the sources; ask for a quote. It is labour-intensive because the intake has to be removed.A rough figure from the original database, not an up-to-date quote.

P0174 P0506

Sources from the original database

Xoutpost (X5 E53 forum): M54 / M52TU CCV problems Z4-forum: M54B25 oil consumption and a split diaphragm ZHP Mafia (forum): oil consumption and CCV FCP Euro: CCV replacement on a 330xi M54 Go-Parts: P0174 on an X5 M54 Go-Parts: P0506 on an X3 M54

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Engines: 520i / 525i / 530i / 540i (Petrol)

Applies if: Only six-cylinder 520i, 525i and 530i (M52TU/M54); not the 540i V8.

Double VANOS seals (M52TU / M54)Timing system

Engine / equipment: M52TU and M54 six-cylinder petrol with double VANOS (320i–330i E46, 520i–530i E39, 520i–530i E60 up to 2005, X3 2.5i/3.0i, X5 3.0i, six-cylinder Z3 and Z4)
Period mentioned: 1998–2006
Symptoms: Loss of torque and pull below about 3,000 rpm, louder or unsteady idle, the engine bogs when the air conditioning is switched on and sometimes VANOS fault codes. On 1998–2000 M52TU engines, jolts or stalling on cold starts.
Possible cause described: VANOS varies intake and exhaust timing with two hydraulic pistons. The O-rings on those pistons lose elasticity and flatten, oil leaks past them and the system cannot reach the requested position. According to the repair-kit maker, remanufactured units use the same original seals.
Check for the garage: Read the engine codes and, at a garage, compare actual and requested camshaft positions in live data. Rule out vacuum leaks and the CCV first, as they cause similar symptoms. On M52TU engines with cold jolts, the kit maker describes a test with the intake VANOS solenoid unplugged.
Cost cited in the source: Seal kit: about $60 in parts according to its maker (US price), plus gasket and washers; labour extra.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Beisan Systems: symptoms and affected engines Beisan Systems: VANOS FAQ Z4-forum: VANOS repair with Beisan seals Euro Premium Parts: M54 engine guide

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Engines: 520i / 525i / 530i / 540i (Petrol) · 520d (M47) (Diesel) · 525d / 530d (M57) (Diesel) · M5 (S62, 4.9 V8) (Petrol)

Applies if: Weak points of this model from inspections, breakdown statistics and recalls; anything specific to one engine is stated in the sheet.

Wiring, suspension, GM automatic and campaigns on the 5 Series E39Known weak points

Engine / equipment: BMW 5 Series E39 (petrol, diesel and M5)
Period mentioned: 1995–2004
Symptoms: Wiring that cracks with age: the car will not start or cuts out (ignition switch), the cluster, radio or navigation fail and the tail lights, third brake light, plate light or rear wiper go out. Suspension needing constant upkeep (wishbones, top mounts, drop links and thrust arms, with a shaking wheel under braking) and failing air levelling. Rust on the sills, jacking points, fuel flap, door edges, tailgate and bonnet. On automatic diesels, a GM gearbox that fails before 200,000 km and swirl flaps that can come loose.
Possible cause described: Age: the wire insulation loses its plasticisers. The diesels’ GM gearbox (5L40-E/5L50-E) locks the converter clutch late and its oil degrades; the swirl flaps are only on automatic diesels. Recalls: steering lock (1995–1996) and the driver-airbag gas generator (1999–2003 and September 2000–September 2004).
Check for the garage: Test every switch and light; check the underside and suspension; on automatic diesels, change the gearbox oil often and check the flaps; campaigns by VIN.
Cost cited in the source: No verified estimate; ask the garage for a quote.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

Gebrauchtwagenberater: BMW 5 Series E39, typical problems

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Engines: 525d / 530d (M57) (Diesel)

Applies if: Only if the intake manifold has swirl flaps; some versions do not. Confirm at a garage.

Intake swirl flaps (M57)Intake

Engine / equipment: M57 3.0 six-cylinder diesel with swirl flaps (330d E46/E90, 525d/530d/535d E39/E60, 635d, 730d E65, X3 3.0d, X5 3.0d E53/E70, X6 30d/35d)
Period mentioned: 1998–2010
Symptoms: Usually none until it fails. A common early warning: oil seeping around the flap spindles on top of the engine. If a flap or its screw comes loose and enters a cylinder: sudden heavy knocking, loss of power, smoke and possible turbo damage as well.
Possible cause described: The metal flaps in the intake manifold collect soot and oil and their spindles wear over the years. The flap, its screw or part of the spindle can come loose and drop into the cylinder, damaging valves, piston and head. An owners' forum quotes BMW as having strengthened the spindles on later manifolds (from 4 to 4.5 mm), but other owners doubt the change removes the risk.
Check for the garage: At a garage: confirm whether the manifold has swirl flaps (some versions do not), look for oil around the spindles and play in the flaps, and check the history for earlier replacement or removal. With any new metallic knocking, stop the engine and do not restart it.
Cost cited in the source: Preventive inspection: workshop labour. If a flap enters the engine, a buyer's report quotes repair costs above €4,000.A rough figure from the original database, not an up-to-date quote.

Sources from the original database

5Series.net (forum): removing the flaps or not on the 530d E60 5Series.net (forum): oil leak at the M57N2 swirl flaps 5Series.net (forum): broken flap on a 2004 530d Bimmerpost (UK forum): swirl flaps on the 330d E90 BMWBlog: M57 engine reliability CarChecker: BMW 330d E90 (M57N2)

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Engines for this model

520i / 525i / 530i / 540iPetrol
520d (M47)Diesel
525d / 530d (M57)Diesel
M5 (S62, 4.9 V8)Petrol

Describe this car's symptoms See recalls for this model Maintenance