The car from the BMW concern in the back of the E39 began to be developed back in 1989. Only 6 years later, the new generation of the 5 series was presented to the general public. This happened in autumn 1995 at an exhibition in Frankfurt.

E39 - the fourth generation of the fifth BMW series. According to the technical documentation at the factory, the car was called Entwicklung 39. Translated from German, this word means: “expansion”, “evolution”, “development”, “process”. Such words are the best suited for this car model from Bavarian design engineers. When developing it, reviews of BMW in the previous body with the E34 index were taken into account. The main claims then were to the suspension, so in the fourth generation it was she who was given a lot of attention.

BMW E39 engines

On the BMW E39 a wide range of engines was installed, ranging from 136 strong diesel engines with a volume of 2.0 liters, and ending with 400 strong 4.9 liter powerful atmospheric engine, which was placed on the M5. Its release began in 1998.

Installed on this model straight sixes, which were the most common on this model, eight-cylinder engines were also installed on this model.

The motors were equipped with a system Vanos and double Vanos. This is a valve control system that allows you to change the valve timing depending on the nature of the ride.

Engines up to 1998 had Nikasil coating instead of cast-iron sleeves. Thanks to the nikasil coating, the engine became lighter, but in our conditions with our gasoline it collapses, and the compression in the cylinders begins to fall, and due to low-quality gasoline, the cylinder heads are destroyed.

Later, the Germans began to use an aluminum coating, which increased the reliability of engines so that it is better to choose cars from 1999 so it will be more reliable.

Engines reliable enough, but prone to overheating, this hereditary trait passes from generation to generation. Often the culprit of overheating is the electronic thermostat, it is short-lived and quickly fails. To prevent overheating, it is necessary to clean the radiator every year. Before buying, if you are not sure about the health of the viscous coupling, it is better to replace it; it can cause overheating.

All motors are equipped with a timing chain, which increases reliability, but do not forget that it stretches over time so that if necessary it is better to replace it, after replacement you will forget about it for a long time, its resource is about 300 thousand km.

Eight-cylinder engines are more prone to overheating, more often fans fail. The radiator is clogged with dirt and dust. It must be cleaned regularly so that it does not clog and does not overheat. It is recommended to do this once every six months.

BASIC MODEL BMW E39. INTERIOR EQUIPMENT

The 520i is considered the backbone of the 5 Series sedan line. BMW cars. It was equipped with a 2-liter power unit with a capacity of 148 horses. The average fuel consumption is 9 liters per 100 kilometers. Two years later, in 1997, the concern launched a station wagon into a series. The word was added to the index of the universal model Touring. This car consumes up to 13 liters in the "city" mode, 6.9 liters per hundred in the "highway" mode.

AT basic configuration there are options that were previously available only for extra money. Here is their list:

• climate control;
• multifunction steering wheel;
• Cruise control;
• bluetooth;
• automatic heated mirrors.

On request, the car can be equipped with a heated steering wheel. The activation control is located on the steering wheel itself, which is very convenient. The steering column can be adjusted in two directions. Three steering positions can be memorized.

Comfortable front seats are adjustable. Not only the backrest tilt and seat height are adjustable, but also the length of the lower part. Now you can adjust the slope of the upper backrest separately from the bottom. This design was called "BMW breaking back". The front seats are equipped with three-position memory.

A signature feature of this sedan is the floor-mounted accelerator pedal. Some BMW owners have pointed out that it is a bit stiff. But everyone unanimously stated that the gas pedal is very sensitive.

During the crash test, the E39 received four stars from the international organization EuroNCAP. In addition to AirBag pillows, the business sedan has a system for tightening seat belts in an accident.

EuroNCAP is a European international organization founded in 1997. Its main activity is the conduct of independent crash tests. Based on the test results, the committee issues passive and active safety ratings.

The wide rear sofa can accommodate three people. True, the average passenger will feel uncomfortable with the placement of the legs, he will be hindered by a rather wide transmission tunnel in the middle.

Notable is the fact that luggage compartment the sedan has a volume of 460 liters, which is 50 liters more than the station wagon. But in the station wagon, it is possible to open the glass of the fifth door without opening the trunk itself.

Transmission

Transmissions are also reliable, care should be taken to ensure that they do not ooze oil, otherwise the oil seals must be urgently replaced.

All bmw This model is rear wheel drive. Three types of boxes were installed on this car: 5-6 speed mechanics and TipTronic automatic with manual shifting.

All boxes have high reliability. The machine fails only with a sharp and aggressive ride.

On a mechanical box, over time, the gearshift bushing and the box stem seal fail, in general, little things. The automatic transmission before the intermediate repair serves 250-300 thousand km.

electrical equipment

This thing is pretty tricky. This model is not very reliable electrical equipment. All because of its abundance, and not because of the quality, there is too much of it.

Often, the contact between the cables of information displays and the board disappears. The result is a fuzzy image on the display. Interestingly, the malfunction can be affected by air humidity.

There is also a problem with climate control. From time to time, he begins to make independent decisions: to distribute air flows, refusing to regulate air flows.

Way out replacement electronic block management. This also applies to the power window mechanism. There are plastic parts, they are flimsy and often break.

On the previous model, this mechanism proved to be more reliable.

Strengths:— Good quality bodywork and anti-corrosion coating — good suspension- Efficient brakes - No problems with electronics - Excellent handling - Interior ergonomics Weaknesses: - Loss of oil in the engine and gearbox - Failure of cylinder head gaskets and engine breakdowns can occur due to thermostat defects and torn hoses of the engine cooling system. — The alternator and battery are prone to defects. - Early models (up to 96) - problems with clutch discs. - Clutch cylinder may be leaking. —

Electronic faults anti-theft system EWS. - Insufficient rear space for a car of this class Recommendation: The German Automobile Society DAT (Deutsche Automobil Treuhand) from used cars and recommend a three-year 520 (150 hp), which in Germany in March 2002 would cost 16,200 euros. The cheapest five in Germany can be purchased in 96 with a mileage of at least 115-125 thousand for a little over 10,000 euros.

There is every reason to believe that 150 hp for a two-ton car is not quite enough to feel the dynamics. 520 after 2000 (2.2 hp, 170 hp - already faster, but it seems a little dumber than the 523rd. Optimal choice- 523 (170 hp), with manual automatic transmission - the car is quite frisky and fast. '96 it will cost about 11,600 euros, 2000 - 18,850 euros. For touring, on average, they give 2 thousand euros more! The most comfortable choice would be 528 with an automatic gearbox - this is the opinion of the drivers themselves. Such a car costs from 12500 (1996) to 20800 (2000)

Suspension

Compared to the BMW E 34, it has an abundance of aluminum parts in the suspension, resulting in improved handling and comfort.

On our roads, the suspension goes no more than 40,000 km. In eight-cylinder engines, the front suspension is more reliable, it is made of cast iron.

Another disaster has become steering rack, which began to be installed on this model. On our roads, it is short-lived, goes where 40000-60000 km and then regularly empties the owner's wallet.

And here the eight-cylinder engines turned out to be more reliable; they still have the good old worm gear.

STRUCTURAL CHANGES AND RESTYLING

In 1999, the Bavarian designers carried out several BMW upgrades E39. The exterior has not been changed. The main design changes affected the engines. Two camshafts were installed on six-cylinder engines. In the same year, a new M57D30 engine was added to the line of diesel power units - a 6-cylinder engine with a new Common Rail injection system. The injection for this car was developed by Bosch.

In 2000, German engineers carried out a large-scale restyling of the fourth generation. This time, they made adjustments to the appearance and added three new power units. The exterior of the car received new marker lights, a modified grille and new front bumper. Used for the first time on a BMW new technology Celis-Technik, later it was called "angel eyes".

Since 2000, they began to install new engines with the M54 index. These in-line engines had six cylinders and a Double-VANOS control system. Modernization allowed to get more powerful engines. Model 520i has become more powerful by 20 horses. Now under its hood fits 170 horses. 525i with M54B25 engine develops 192 hp. with a torque of 245 Nm. The top model with the 530i index received the M54B30 with an impressive herd of 231 horses under the hood. The maximum speed of this “five” is 250 km / h, gas consumption in urban mode is 13.7 liters per hundred.

In early 2000, there was also new model with diesel engine. This "five" wore the index 520d. Having a 2-liter diesel engine with a power of 136 hp, it accelerated to hundreds in just under 11 seconds.

The fourth generation was produced until 2003, the BMW M5 until 2004. The E39 body was replaced by the fifth generation E60. According to the editors of the authoritative publication AutoBild, the BMW E39 is the most successful business class sedan in terms of driving performance and with an excellent line of power units.

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 car for the passenger and bmw car for the 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 driving performance were higher at 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 - on-board computer, which displays the operating modes of climate control 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 Horse power 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 within 6 years BMW The 540i Touring was considered the fastest production shed, 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 went out of 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 390 Nm already at 2200 rpm made this car very nimble - a sedan weighing 1.6 tons with a manual 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 a reinforced grip, main couple became shorter and a limited slip rear differential appeared with a 25 percent lock. Suspension a little stiffer steering a little sharper, more powerful brakes. 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 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 nicknamed angel eyes, and since then many owners have been more old BMW they remake their headlights to look like 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

By the mid-nineties, they looked good against the background of competitors, but there were also enough shortcomings. Emphasized sporty character, harsh suspension and cramped interior. In addition, stylistically they began to become obsolete, remaining an important, but intermediate stage between the classic “shark nose” of Paul Braque and the more recent corporate identity from Joji Nagashima, which received a start in life from the third series in the back of the E36.

The development of design tools has significantly accelerated updates model line cars, and BMW took advantage of this to the fullest, at the same time expanding the lineup and a range of engines and configurations. In general, when in 1995 it was time to update the fifth series, from old model there was nothing left at all, except for some minor knots.

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Pictured: BMW 5 Series Sedan, BMW 5 Series Touring, BMW 5 Series M5

The engines were new, although structurally very similar to the engines of their predecessor. The automatic transmission, suspension, and bodywork were new. Many auto journalists of those years wondered if it was really necessary to change the perfect E34 chassis for something radically different if, by and large, it remained one of the best and driver's? But the best is the enemy of the good, in its German sense, and the good was ruthlessly swept out of the way of progress. As history has shown, not in vain. Many still consider the E39 series of "fives" the best in recent history in terms of quality, drive and reliability. Their time has passed, but there are a lot of such cars on secondary market and they still look very appetizing from all angles. Not too old, no longer very prestigious, but still quite modern and comfortable, and they have enough charisma. And if you are interested in this car, then read on.

Technics

The mid-nineties is the heyday of the German automotive school, and the E39 demonstrates this perfectly. The body outside is not much larger than that of the ancestor, but inside there is space. And chic at the same time! Finishing materials have become even better, the number of trim levels has increased, there are many options and great finishes, but the very cheap trim levels have slowly faded away.

Suspensions have acquired aluminum levers, the rear suspension is a traditional multi-link, and not the original "ersatz" as on the 34th series. The front suspension uses hydraulically filled joints, often incorrectly called floating silent blocks. An innovation was applied to the electrical system - an especially quiet water-cooled generator, which became a curse for the second and third owners. Automatic transmissions are even more modern, and engines are in-line sixes and V8s. They temporarily abandoned the small gasoline “fours”, besides, the “sixes” became more powerful, the “minimum” engine had a power of 150 hp, until 98, and after that it was already 157 forces. Starting in 2001, the displacement of the 520i model was increased to 2.2 liters and power to 170 hp. But in addition to the six-cylinder 2.5, another 2.8 and 3.0 engine versions appeared. The V8 did not become more powerful, on the 540i version they still installed a motor with a magic power figure of 286 hp. The M3 originally had the same amount in the back of the E36, the V8 of the M60 series developed so much under the hood of the E34, and two different M62 engines had the same power under the hood of the hero of today's story.

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The sports version of the M5 replaced the in-line “six” under the hood with a completely new V8 with a capacity of 400 hp. The range of diesel engines has also expanded: the junior four-cylinder engine on the 520d had a power of 136 hp. - almost as much as the top-end diesel of its predecessor, and the more powerful 525tds, 520d and 530d boasted engines with 143, 163 and all 193 hp, respectively. The steering became rack and pinion, sending the steering gear to rest (I will make a reservation that there was already a rack on the all-wheel drive 525iX E34, although there were few such cars). All these factors, as well as the use of a new generation of electronics for managing security systems, endowed the car with an excellent combination of comfort and handling. Moreover, the pleasant sharpness of control did not run counter to safety in the hands of inexperienced drivers, but it did not make real drivers wince because of the hard "electronic collars".

Breakdowns and problems in operation

Engines

The M50 series of engines, which was so fond of the buyers of the past "five", was ruthlessly replaced by the most progressive scheme at that time with an all-aluminum block and a conditionally eternal nikasil coating of cylinders. Changing cast iron to aluminum gave at least a dozen kilograms of difference in mass, and also promised a quick warm-up of the engine. In many ways, the engines are very similar - layout features, dimensions and dimensions, especially in the first versions. By the way, at first a thermal accumulator was installed on the car to speed up warm-up, but now this option is unlikely to be preserved by anyone. About the problems of nikasil blocks, features of the technology and about how. However, in relation to the E39 model, you only need to know that at first the engines were coated with nickel-plated cylinders, but in the US and Canadian markets these engines could not withstand local gasoline, and then thin-walled technology was used. cast iron sleeves– the motor remained the same. During repairs performed by factory methods, the block was also replaced with a block with cast-iron sleeves. What specific technology is used in the piston group of the motor can only be found out by checking the block number and inspection - often the blocks were sleeved by non-factory methods. But in any case, the units of this series are very reliable, with older models being simpler and considered slightly more reliable than later series. The following representatives of the series are found on the E39. The M52B20 motor was installed on the 520i model until 1998, when it was replaced by the more progressive M52TUB20, in which the phase shifters were used not only on the intake, but also on the exhaust camshaft. Such a timing system was called Double VANOS, and the power increased from 150 to 157 hp.

In the photo: under the hood of the BMW 540i Sedan

Motors of the same series, but with a larger displacement, were also equipped with 523i models until 2000. Until the 98th - M52B25, and from the 98th to 2000 - M52TUB25, with a capacity of 174 and 170 hp, respectively (no, no, I didn’t mess up anything, the power decreased!). On the 528i, the M52B28 and M52TUB28 were installed, each with 193 hp. everyone. After restyling the model in 2001, the M52 series was replaced by the M54. This series of engines is a development of the M52 engines, but was equipped only with cast-iron liners, received a new intake, new system ignition and a new piston group. The 520i received an M54B22 engine with a capacity of 170 hp and a volume of 2.2 liters. Model 525i - M54B25, and 530i - M54B30, with a capacity of 192 and 231 hp. Unfortunately, the new design of the piston group and the higher thermostatting temperature make these motors less resourceful than their predecessors. The rings often lie and wear out at runs up to 200 thousand kilometers, and the engine itself has become very hungry for oil. In addition, there are problems with the pump - a pump with a plastic impeller was installed from the factory, and not with a ceramic one, with intake manifold. But again, despite the lower resource and somewhat typical faults, the motor is considered very reliable, especially against the background of more new N-series.

In the photo: under the hood of the BMW M5 (E39)

V8 engines are represented by the M62 series - in fact, an improved version of the M60. The working volume increased slightly, and with it the torque. Power remained about the same. Motors M62B35, M62TUB35 M62B44 and M62TUB44 were installed on the 535i and 540i models until the very end of the model's release. In general, the motors are extremely reliable, but the high thermal load of the engine affects, problems often arise with rubber elements - oil seals, dampers, and especially with valve stem seals. The weak point of all motors is the cooling system. As well as, possible problems can be expected from anywhere, from banal contamination of radiators to a breakdown of the motor fan drive or loss of antifreeze due to leaks or through the tank cap. Sensors and electrics are still relatively reliable, but on the machines of the first releases, breakdowns are already starting due to the destruction of the engine compartment wiring. Another trouble is oil leaks due to problems with the rubber of numerous oil cooling tubes and crankcase ventilation. The most common thing is to leak through the seals, but it is worth checking the outlet to the oil cooler and engine covers. And do not forget about the tightness control of the intake tract: the plastic here is rather weak and cracks, and sand and dust at the intake can ruin even the early M52 nikasil block, not to mention the cast-iron sleeves. The Double VANOS system usually requires replacement in its entirety with runs of more than 150-200 thousand kilometers, this can be significant when choosing an old car. On the first M52 engines, the resource of the system is noticeably higher, with careful handling and high-quality oil, it can stretch for half a million kilometers, and there there will be enough problems with the motor without it. And about oil. If the engine consumes oil, and the owner pours “topping up” anyhow, then this is a sure sign that the engine will have an extremely expensive repair. The wear of all components is guaranteed - simply replacing the pistons and piston rings will not work. All motors are extremely technologically advanced and require a high maintenance culture, clean oil and its timely replacement. Moreover, the use of low-viscosity oils (in the case of BMW, these are even SAE30 oils, which are almost standard now) are highly discouraged, especially on engines with high mileage. This can lead to numerous problems with the operation of the timing, and the risks of damage to the crankshaft and piston pins increase, although the engines are not turbocharged.

transmissions

Already in the mid-90s, BMW remained one of the few companies offering a combination of powerful motors and mechanical boxes gears. And just with the "mechanics" there are no special problems - except that the two-mass flywheel is very expensive. And if it has not crumbled and is not overheated, then it is better to repair it than to change it. Here with the automatic transmission, everything is a little more complicated. Here, mainly ZF boxes of the 5HP24 series were installed, one of the most progressive at that time. But on a number of cars, the American GM5L40E can also be found, theoretically stronger, but delivering much more trouble. As for the ZF, the typical problems here are overheating, wear and subsequent hydraulic problems and a design flaw - clutch pack A wear, which is typical for V8 engines and diesels. When the oil is contaminated, it often also breaks the group B clutch bearing. Cheaper problems are associated with noticeable solenoids, sensors, and other things. The total resource of the box before the first repair, subject to timely replacement Supplies- at least 250 thousand kilometers, so we can assume that most of the cars have already undergone automatic transmission repair.

The cost of work with the replacement of the filter, gas turbine engine linings and typical problems is at least 18-30 thousand rubles for spare parts, plus the cost of work. Usually in the amount of not less than one hundred thousand. Since the box is one of the most common, it is often found in repairs, and it is well repaired. Spare parts are also available - in general, do not worry, this is not the most problematic part of the E39. Traditionally, attention should be paid to cardan shaft, and its intermediate support. As a whole, it is still expensive.

Chassis

Traditionally, the most unpleasant problem for the owner is the suspension. Especially if you change everything only “after knocking”. There are several reasons: here and the high cost original spare parts, and difficulties with the restoration of aluminum levers and pressing silent blocks into them (many services do not undertake this in principle), and the lack of an inexpensive and high-quality original. As an alternative - "all-Chinese" steel levers with dubious geometry and for non-original silents, but after all, BMWs are bought for the sake of handling and dynamics, and the character of the car after such a replacement can irreparably change for the worse. Traditional weak spots– lower wishbones and silent blocks of the front jet thrust, floating silent blocks of the lower transverse levers rear suspension. Moreover, the price of the lower transverse arm assembly goes off scale for 20 thousand rubles, and when tightened with the replacement of silent blocks, it will definitely require a replacement in its entirety, moreover, the non-original simply does not exist in nature.

Body

Iron does not differ in special corrosion resistance. As the proverb says, “there are no BMWs that don’t break,” so it all depends on how the body was looked after and how it was restored after accidents. Traditional weak points are the sills, the front “floors” of the bottom of the body, the bottoms of the doors and the rear arches. Damage is usually not too serious even on older machines - through corrosion occurs only on completely neglected specimens, but it is difficult to deal with it. If there are not enough plastic and aluminum elements on the bottom, then the risk of corrosion increases many times over, and it will begin from the seams.

Electrician

The problems of the electrical part are numerous and varied - this is for you. However, the feeling of constant problems does not arise - so, the car now and then reminds of itself. Fortunately, there are no global troubles, as with SBC for the same Mercedes. They will fix everything where necessary - they will replace the contacts and wiring. If the motor has a Siemens control system, then the lambda here is titanium, with a large control band and is very expensive. And the reason for the high fuel consumption may be replacing it with an unsuitable "compatible" one - unfortunately, this is a very common phenomenon. Damage to the fuel level sensor in the tank may require replacement of the "glass" assembly. Also not the cheapest procedure. The on-board computer and climate displays burn out, the climate control gearmotors fail, in general, basically nothing global will break, but the mood and money are spent on it.

For the first time, the fourth generation of the BMW 5 Series was presented to the public at the Geneva Motor Show in September 1995. Touring station wagon debuted a little later - in 1997.
Compared to the BMW E34, the sound insulation in the E39 cabin has improved, the quality of finishing materials and assembly has significantly increased. Despite the apparent spaciousness and solid appearance, inside the E39 is not so spacious. Like its predecessor, the new "five" was designed around the driver. The rear sofa is not too spacious and is clearly not designed for three people. Legroom here is less than that of German classmates, although two passengers in the back will be comfortable. The ceiling is quite low, and landing in the cabin is not very comfortable - due to the large wheel arch, the doorway is narrow.
The trunk will also seem not very large for a car of this class - “only” 460 liters. The luggage department of the station wagon also loses to classmates - 410 liters against almost 600 liters Mercedes-Benz E class. For a surcharge Touring was equipped with a retractable floor luggage compartment. Frame with glass in tailgate station wagon can open up separately from the door itself.
"Charged" version of the "five" - ​​model M5 from sports division BMW Motorsport GmbH was born in October 1998. Those wishing to purchase the Bavarian "wolf" need to remember that the M5 is an original model that has a number of differences from the usual E39, and this applies not only to the "stuffing". Some body parts have also changed, even the rear-view mirrors have become different. The car was equipped with a 4.9-liter V8 engine with 400 hp, a sports suspension, a reinforced transmission, and a special aerodynamic body kit, which, however, was optionally installed on conventional modifications.
But the absolute exclusive was the B10 5.7 model, released in 1997 by the tuning company BMW Alpina. The 5.7-liter 12-cylinder power unit installed on the car develops 387 hp. And the maximum torque is as much as 560 Nm! In total, about 500 cars were produced.
At the end of 1999, the Avtotor plant in Kaliningrad began assembling the BMW E39 523i and 528i for the Russian market. These cars differed from their German counterparts in a special package for “bad” roads and the absence of a catalyst.
In the fall of 2000, the "five" BMW was upgraded.

The restyled versions differ from the cars of early releases by new headlights with characteristic parking lights in the form of rings made on LEDs (the so-called "angel eyes"). The front fog lamps have changed shape from trapezoidal to round. Bumpers, direction indicators and rear lights. Moldings began to be painted in body color. The range of power units has also been updated.

SPECIFICATIONS BMW 5 SERIES E39 2000 - 2003 SEDAN

ENGINE SPECIFICATIONS

Modifications	Engine capacity, cm3	Power, kW (hp) / about	cylinders	Torque, Nm/(r/min)	Fuel system type	Fuel type
520d	1951	100(136)/4000	L4 (row arrangement)	280/1750	common rail	Diesel
525d	2497	120(163)/4000	Row arrangement - L6	350/2000	common rail	Diesel
530d	2926	142(193.1)/4000	Row arrangement - L6	410/1750	common rail	Diesel
520i	2171	125(170)/6100	Row arrangement - L6	210/3500	Multi-point injection	Petrol
525i	2494	141(192)/6000	Row arrangement - L6	245/3500	Multi-point injection	Petrol
530i	2979	170(231)/5900	Row arrangement - L6	300/3500	Multi-point injection	Petrol
535i	3498	180(245)/5800	V-shaped: V8	345/3800	Multi-point injection	Petrol
540i	4398	210(286)/5400	V-shaped: V8	440/3600	Multi-point injection	Petrol

DRIVE AND TRANSMISSION

Modifications	type of drive	Transmission type (basic)	Transmission type (optional)
520d	Rear drive	5-speed manual	5-automatic transmission,
525d	Rear drive	5-speed manual	5-automatic transmission,
530d	Rear drive	5-speed manual	5-automatic transmission,
520i	Rear drive	5-speed manual	5-automatic transmission,
525i	Rear drive	5-speed manual	5-automatic transmission,
530i	Rear drive	5-speed manual	5-automatic transmission Steptronic,
535i	Rear drive	5-automatic transmission
540i	Rear drive	5-automatic transmission

BRAKES AND POWER STEERING

Modifications	Front brake type	Rear brake type	Power steering
520d	Ventilated discs	Disc ventilated	there is
525d	Ventilated discs	Disc ventilated	there is
530d	Ventilated discs	Disc ventilated	there is
520i	Ventilated discs	Disc ventilated	there is
525i	Ventilated discs	Disc ventilated	there is
530i	Ventilated discs	Disc ventilated	there is
535i	Ventilated discs	Disc ventilated	there is
540i	Ventilated discs	Disc ventilated	there is

TIRE SIZE

Modifications	The size
520d	205/65 R15 94V
525d	205/65 R15 94V
530d	225/55 R16 95W
520i	205/65 R15 94V
525i	225/60 R15 96W
530i	225/55R1695W
535i	225/55 R16 95W
540i	225/55 R16 95W

DIMENSIONS

Modifications	Length, mm	Width, mm	Height, mm	Track front / rear, mm	Wheel base, mm	Ground clearance (clearance), mm	Trunk volume, l
520d	4775	1801	1435	1516/1529	2830	119	459
525d	4775	1801	1435	1516/1529	2830	119	459
530d	4775	1801	1435	1511/1527	2830	119	459
520i	4775	1801	1435	1516/1529	2830	119	459
525i	4775	1801	1435	1511/1527	2830	119	459
530i	4775	1801	1435	1511/1527	2830	—	456
535i	4775	1801	1435	1511/1527	2830	—	459
540i	4775	1801	1435	1511/1527	2830	—	459

VEHICLE WEIGHT

Modifications	Curb weight, kg	Maximum weight, kg	Load capacity, kg
520d	1565	2000	435
525d	1670	2135	465
530d	1700	2165	465
520i	1570	2005	435
525i	1575	2010	435
530i	1605	2070	465
535i	1685	2150	465
540i	1705	2170	465

DYNAMICS

Modifications	Maximum speed, km/h	Acceleration time to 100 km/h, s	Cd (Drag coefficient)
520d	206	10.6	0.29
525d	219	8.9	0.29
530d	230	7.8	0.29
520i	226	9.1	0.29
525i	238	8.1	0.29
530i	250	7.1	0.3
535i	250	6.9	0.29
540i	250	6.2	0.29

FUEL CONSUMPTION

Modifications	In the city, l / 100 km	On the highway, l / 100 km	Average consumption, l/100 km	CO2 emissions, g/km	Fuel type
520d	7.8	4.7	5.9	156	Diesel
525d	9.2	5.3	6.7	179	Diesel
530d	9.7	5.6	7.1	189	Diesel
520i	12.2	7.1	9	216	Petrol
525i	13.1	7.2	9.4	225	Petrol
530i	13.1	7.4	9.5	229	Petrol
535i	17.6	8.5	11.8	286	Petrol
540i	18.4	8.8	12.3	295	Petrol

PRICES BMW 5 SERIES E39 2000 - 2003 IN RUSSIA (UPDATED APRIL 22, 2016)

Modifications according to year of manufacture	Total cars for sale (in Russia)	Average price, rubles	Average price from Automatic transmission, rubles	Total for sale with automatic transmission	Average price from Manual transmission, rubles	Total for sale with manual transmission
2001	66	484 893	489 790	48	472 100	21
2002	46	522 943	524 823	33	510 849	10
2003	48	652 652	653 510	35	650 495	16

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 stabilization system). Moreover, cars with more richly equipped 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, it is precisely 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 combination power / costs, many consider the 2.8-liter engine (193 hp), after restyling it was replaced by a 3-liter (231 hp). If we 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. Updated motor marked M62TU, also received the Vanos variable valve timing system, which is discussed below.

AT BMW engines 5 E39 began to use a revolutionary, at that time, adjustment system camshafts that control 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 at the front of the engine and increased consumption fuel.

On the BMW 5 series, in the back of the E39, such diesel engines:

M51S and M51TUS - diesel engines with injection pump. Working volume - 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, there will also be repair of injection pump(expensive). Often the engine control electronics are junk.

M57- more modern turbodiesels, already with direct injection fuel (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, subject to the use of high-quality diesel fuel(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. Working volume - 2.0 liters (520d). With a turbine, intercooler and Common Rail system - 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.

BMW E39 gearbox

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 for stickers on the box and gearbox, as they indicate the type required oil. 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 a automatic box carefully diagnose before buying (there should be no shocks, jerks, switching should be invisible), 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 it in reserve, since you will have to change it 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.