KNOWN FAULTS · BMW

Known faults for the BMW X5 (E53).

2000–2006 · Petrol / Diesel

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

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6 known faults with sources

Engines: 3.0i / 4.4i / 4.8is (Petrol)

Applies if: Only the 3.0i (M54); not the V8s.

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: 3.0i / 4.4i / 4.8is (Petrol)

Applies if: Only the 3.0i (M54); not the V8s.

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: 3.0i / 4.4i / 4.8is (Petrol)

Applies if: Only the 3.0i (M54); not the V8s.

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: 3.0i / 4.4i / 4.8is (Petrol) · 3.0d (M57) (Diesel)

Applies if: Only if fitted with the automatic gearbox described in the record.

ZF 6HP mechatronic sleeve leak and harsh shiftsAutomatic gearbox

Engine / equipment: ZF 6-speed automatic 6HP19/21/26/28 (E53, E60/E61, E63/E64, E65/E66, E85, E90–E93)
Period mentioned: Approx. 2001–2013
Symptoms: Oil drips or dampness by the electrical connector on the side of the pan, a bump on the downshift just before stopping, harsh or flared shifts (especially 3rd-4th and 4th-5th under throttle) and a limp mode that clears after restarting.
Possible cause described: The sealing sleeve between the mechatronic unit and the wiring harness has O-rings that harden and let oil out. A BMW bulletin says to replace it only for a real leak, not mere dampness, and warns that fitting it wrongly damages the connector pins and forces a mechatronic replacement. With low fluid the gearbox loses pressure. Harsh shifts can also come from worn solenoids or valve body, not only the sleeve.
Check for the garage: At a garage: read the gearbox codes, check the fluid level with the official procedure (correct temperature and engine running) and look for a real leak at the sleeve and pan gasket. After a fluid or parts change, the garage should reset adaptations. If limp mode persists, check solenoids and valve body before replacing the gearbox.
Cost cited in the source: Sleeve and pan gasket: minor repair. If fluid is lost and the gearbox is damaged, in a US forum case BMW offered a remanufactured gearbox for about $2,800 without fitting.A rough figure from the original database, not an up-to-date quote.

P0700 P0730

Sources from the original database

BMW: bulletin SIB 24 08 06, ZF 6HP mechatronics sleeve 5Series.net (forum): symptoms of the sleeve failure 5Series.net (forum): ZF 6HP19 limp mode 5Series.net (forum): 6HP19 service and shifting faults Au7o: P0730 and known ZF 6HP faults in BMWs

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Engines: 3.0i / 4.4i / 4.8is (Petrol) · 3.0d (M57) (Diesel)

Applies if: Only from 2004, with the ATC 500 transfer case; earlier X5s use a different case without this motor.

xDrive transfer case actuator motorTransmission

Engine / equipment: ATC 400/500 transfer case with actuator motor (X3 E83, X5 E53 from 2004, X5 E70, X6 E71/E72)
Period mentioned: 2004–2014
Symptoms: The 4x4, ABS and brake warning lights come on together while driving (often intermittently), a click or clunk under the car when switching the ignition off or on, and jerky acceleration in low gears.
Possible cause described: The plastic gear in the motor that drives the transfer case clutch wears out, and the system disables all-wheel drive, ABS and stability control to protect itself. A parts manufacturer names an excessive difference in tread depth between front and rear tyres as a common cause of the wear.
Check for the garage: Scan every module with a diagnostic tool (transfer case codes) and measure the tread depth on all four tyres. The ABS and brake lights can have other causes, such as a wheel sensor or the ABS module: confirm before replacing parts. With the brake light on, also check the fluid and do not drive if the pedal feels abnormal.
Cost cited in the source: Complete actuator motor: about $350 in a US forum case; a cheaper reinforced gear is also sold on its own. Tyres extra if wear differs between axles.A rough figure from the original database, not an up-to-date quote.

5463 539E 5F3A

Sources from the original database

Febi Bilstein: transfer case motor data sheet Bentley Publishers: X3 E83 servo motor repair Xoutpost (X5 E53 forum): actuator gear Xoutpost (X5 E53 forum): ABS, brake and 4x4 diagnosis Xoutpost (forum): ATC 400 on the X3 and ATC 500 on the X5

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Engines: 3.0d (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

3.0i / 4.4i / 4.8isPetrol
3.0d (M57)Diesel

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