Since the second generation was discontinued, it was decided to release the third generation of the legendary Seven, this is the BMW 7-Series e38. This model was shown to the public in 1993 at the Frankfurt Motor Show, and the following year it went into production. After 4 years, a restyled version was released, which was produced until 2001.

This is a luxury car that was not weak competition from the W140 from Mercedes-Benz. Now, despite the years, it still remains expensive, but only in terms of maintenance, the initial cost is low.

Exterior

The model has a good appearance even now, but still it lacks some notes of modernity. Installed narrow headlights with circles, having a halogen filling. The long hood of the car received a wide stamping and it is also one with the original grille. The bumper of the car has plastic inserts and chrome parts, as well as fog lights at the bottom.

The side of the sedan has small wheel arch extensions and small stamping lines, both at the top and bottom. In the middle there is a molding decorated with a chrome insert. Also, chrome is present on top as a window trim and, in fact, this is where the interesting details on the side end.

The back of the BMW 7-Series e38 flaunts a long trunk lid, and there are also oval lights with halogen filling at the back. rear bumper also has a plastic molding. Since we're in the back, let's take a look at the trunk. It is not bad here, its volume is 500 liters and it is decent.

sedan dimensions:

• length - 4983 mm;
• width - 1862 mm;
• height - 1435 mm;
• wheelbase- 2931 mm;
• clearance - 120 mm.

There was a Long version, which was 141 mm longer and, accordingly, had a longer wheelbase. On all other planes it is the same.

Salon

The interior decoration is not bad, it is certainly not the best by modern standards, but still stylish. Power-adjustable leather seats were installed, the same in some trim levels could be located at the back. There is a lot of free space, there are no complaints about this. In general, the entire interior is trimmed with good leather, and will also please with the use of high-quality wood.

How chic the back row will be depends on the configuration, the regular version will flaunt its climate control and a large armrest in the middle. BMW version The 7-Series e38 Long will get two folding tables with a cup holder and another footrest.

The driver's seat has a leather 4-spoke steering wheel, on which there are buttons, with which you can control the radio and cruise control. The instrument panel, in principle, is not surprising, it has large analog sensors and a small on-board computer. There is an analog speedometer, tachometer, fuel gauge and oil temperature.

The center console received two rectangular air deflectors in the upper part, and under them there is a head unit. The radio tape recorder is a cassette, but even then it had a small square display on the right. Below we are greeted by a large separate climate control control unit, there are any functions that you may need.

The tunnel also has a lot of wood and leather, its initial part has a large gear selector. In the same area is the alarm button, there is also an ashtray. The large armrest has a huge niche for small things, but there is also a phone into which you can insert a SIM card and use it.

The doors are of very high quality, they are sheathed in leather, have wooden inserts, as well as niches for small items and the so-called pocket. In general, the salon is not bad even for modern times. Even then, the interior had 10 airbags and a 440-watt music system.

Specifications BMW 7-Series e38

Type	Volume	Power	Torque	Overclocking	Max Speed	Number of cylinders
Diesel	2.5 l	143 HP	280 H*m	11.3 sec.	206 km/h	6
Diesel	2.9 l	184 HP	390 H*m	9.2 sec.	220 km/h	6
Diesel	2.9 l	193 HP	280 H*m	8.9 sec.	220 km/h	6
Diesel	3.9 l	143 HP	560 H*m	8.4 sec.	242 km/h	V8
Petrol	2.8 l	193 HP	280 H*m	8.7 sec.	228 km/h	6
Petrol	3.5 l	235 HP	320 H*m	7.6 sec.	244 km/h	V8
Petrol	3.5 l	238 HP	345 H*m	7.6 sec.	244 km/h	V8
Petrol	4.4 l	286 HP	440 H*m	6.6 sec.	250 km/h	V8
Petrol	5.4 l	320 HP	490 H*m	6.6 sec.	250 km/h	V12

This car has 9 engines in the line, there are both diesel and gasoline. It is noteworthy that a diesel engine was not installed on Long. Let's take a closer look and start with diesel engines.

1. The base diesel and almost all other engines are 6-cylinder in-line engines. The first has a volume of 2.5 liters and it produces 143 horsepower and 280 units of torque. Passport expense 11 liters in the city.
2. The second unit received a volume of 2.9 liters, and it already produces 184 horsepower, and the torque is 360 H * m. It will consume 1 liter more.
3. The third unit is a copy of the previous one, but its power has been increased by 9 Horse power, but the torque increased by 50 H*m. This slightly improved the dynamics, but did not affect the consumption in any way.
4. The latest BMW 7-Series e38 diesel is already a 3.9-liter V8 and it already has 245 horsepower and 560 units of torque. Consumption of about 15 liters.

You can see the dynamics in the table above, and we are moving on to gasoline engines.

1. The first engine received 2.8 liters of volume and 193 horses, and the torque is 280 H * m. Consumption is about 14 liters of AI-95.
2. The 3.5-liter V8 produces 235 horsepower and 320 units of torque. It consumes as much as 18 liters of gasoline.
3. There is the same engine, but already giving out 238 horses and 345 units of torque.
4. Another V8 in the line is a 4.4-liter unit and it produces 286 horsepower and 440 units of torque. Consumption is also in the region of 18 liters.
5. The last engine is the legendary V12, which produced 326 horsepower and 490 H * m of torque. About 20 liters he will spend in the city.

Suspension and gearbox BMW 7-Series e38

The model received a complete independent suspension, which is a two-lever system in front and a system with 4 levers in the back. The chassis is soft, but not very reliable on our roads, since the upper part is made of aluminum. Ball joints will have to be changed after 100,000 kilometers, and silent blocks change every 50,000 kilometers.

Suspension in some trim levels can be pneumatic.

The units are paired with a 5-speed or 6-speed mechanical box gears, depending on the motor. A 5-speed automatic transmission is also offered. All boxes transmit power to rear axle. The brakes are fully disc, and they are ventilated at the front.

Price

This machine is no longer sold new, but it can be easily found on secondary market in almost every major city. On average they sell for 300 000 rubles, but there are options for 500 000 rubles. You get for this relatively little money a premium car with a lot of quality.

It is better to buy this model not for the average amount, but for 500 thousand and above. The bottom line is that most cars on the secondary market are in a terrible state. The model is reliable, but age has taken its toll, so you have to invest anyway, and parts are very expensive.

We do not recommend taking it with the last money, but if you really want more money than you need and if you don’t feel sorry for them, then buy it. She will please you with many things, the car is excellent, but unfortunately, a little old and very expensive to maintain.

Video review of the BMW 7-Series e38

Participation was not accepted. It seemed to me that for someone who wants to get a real "membership" at their disposal, all these thoughts about the cost of operation, breakdowns and engines are completely unnecessary. But it turns out that there is still a demand for information on these machines. There are those who are ready to buy such a car for themselves and start asking the right questions.

And the first car of this class, which we will consider in the “Used Cars” section, will be the legendary “seven” from BMW in the back of the E38, which is immortalized not in jokes, like the Mercedes W140, but in films and newsreels. Oddly enough, it was BMW, always standing apart in its class and often in the shadow of the eternal competitor from Stuttgart, that turned out to be the most in demand in the secondary market, when not hired drivers, but fans of these cars got behind the wheel.

You can talk for a long time about approaches to handling and comfort of the driver and passengers, but it was the commercially successful W140 that lost the race for sympathy with one goal. By the way, his successor, W220, took into account this mistake and tried to change. But about what happened with the Stuttgarters, in another article, and now - about the E38 in all its guises.

Technique

Talk about comfort and excellent driving performance"Bavarian" is a thankless task. Anyone who knows about all this firsthand will be indignant at the paucity of description. Anyone who is not in the know is tormented to read all this. This is a car with a capital "B", for short. If literally a little more, then the car is completely classic in design.

Steel body, completely traditional shapes and very stylish design. Three wheelbase options - standard, iL-cars with an addition to the base length of 140 mm and an even longer L7, already stretched by all 390 mm, but because of this, the car looks different. The insert between the front and rear doors is clearly visible, while the usual elongated version looks much more harmonious - it just has a longer tailgate.

The drive is always rear. Pendants and steering also do not conceal anything unusual - "McPherson" in front (yes, it is he, and not a two-lever, as it is written on most resources, just check the catalogs and make sure of this) and multi-link suspension with integral lever at the back. And no racks, a conventional steering gear with Servotronic amplifier.

Inside - a paradise for the driver and passengers, the whole groves of trees of valuable species and herds of cows go to decorate the cabin. Of course, already in the database there is very “bohat”, and everything was possible to order - from separate rear seats with curtains and Nakamishi music to changers, a cell phone, navigation systems with a color display and a TV. For the first time, the BMW Assist control system and “safety curtains” appeared here, which serve to prevent head injury during a side impact and a coup.

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The trunk is considered small, but it is enough for a standard refrigerator and a subwoofer for non-standard music. By the way, the interior acoustics are very good, especially in versions with double glazing, which was offered as an option. In general, at the time of its introduction in 1994 and until the end of production in 2001, the car personified luxury and comfort, a little restrained by the brand's traditional driving ambitions.

Yes, in addition to Servotronic, there are many other electronic assistants. It was on the “seven” that a full-fledged stabilization system first appeared, and in the future, setting up the system on all Bavarian cars will inherit its character, when “by default” the electronics allow you to “be smart” and catches up only at serious slip angles. Adaptive dampers and a body leveling system were also on the options list. And, of course, the car received at its disposal the most advanced five-speed automatic transmission from ZF with electronic control, and later automatic transmission from GM. How does all this splendor work 15-20 years after the car left the assembly line? This is a very interesting question.

Breakdowns and problems in operation

Motors

Bavarian engines on the E38 are from that generation that cannot be called very problematic. The car was only slightly affected by the scandal with nikasil on the M52 and M60, but in our conditions nikasil is the preferred material for coating the cylinder block, and motors usually break down not due to simple wear.

The main engines on the "seven" are a V8 with a volume of three to 4.4 liters and engines of the M60 and M62 series. I have repeatedly written about them and I will only note that these are one of the most successful passenger "eights" in principle. And the M60 is a little more reliable than the heir due to more. The series has also already been reviewed in reviews of earlier models and is similarly considered one of the most reliable.

The main problems of all engines under the hood of BMW are overheating and breakdowns of various sensors. Overheating is usually the result of clogged radiators, faulty viscous couplings, and generally inaccurate operation of a powerful motor. For the seventh series, the problem is more pronounced than for younger cars, because service limousines often idle for hours in winter and summer, waiting for their only passenger, and all the troubles “crawl out” earlier.

Unfortunately, the consequences are not always completely eliminated, and a large part of cars with aged V8 engines clearly bear traces of several overheatings with all their attendant troubles - stuck rings, swollen and unreliable cooling system pipes ... Typical problems for all motors are weak ignition modules and a limited service life of lambda sensors. Otherwise, you have both a chance to get an excellent engine with a range of three hundred thousand kilometers, and a completely “dead” one with piston and “knee” seizures, although it could only run one and a half hundred.

The 750 and 750iL featured a previously unreviewed M73 series V12 engine, which traces its lineage to the M70, which, in turn, is suspiciously similar in design to a pair of M30 series “sixes” connected together. Despite its gigantic dimensions and 12 cylinders, the engine is relatively simple in design, there are only 2 valves per cylinder and until 98 there were no newfangled trends in the form of high-temperature controlled thermostats and Vanos.

The more recent version of the M73N motor was equipped with bells and whistles and raised the operating temperature, but this did not greatly affect reliability - the resource is still unlimited, thanks to a small degree of forcing and high quality workmanship.

Diesel engines are relatively rare, and these are again old acquaintances in the face of the 2.5-liter M51 series engine and the very common M57 series turbodiesel. The first is frankly weak for a heavy car, and his character is not very fighting, but the more voluminous M57 must be admitted extremely successful motors for these machines. The only bad thing is that they relied on a far from ideal American “automatic” as a gearbox.

transmissions

There are no surprises here either: manual gearboxes, cardan shafts and the rear gear are very reliable. Even a self-locking differential easily endures the “forgetfulness” of a number of owners who have not changed the oil in it for years, since drifting on the “sevens” is extremely rare. And the automatic transmissions here are mainly from the very reliable ZF 5HP24 and 5HP19 series, which have been repeatedly.

These units were at the forefront of progress at one time and look good even now. True, and they have problems almost like modern automatic transmissions- and the associated oil contamination, overheating of boxes during hard operation and a relatively short oil life. But most often the boxes fail due to the fault of the owners who are afraid to change the oil, and because of "generic" problems. So conditionally, these automatic transmissions can be considered almost eternal.

But the GM gearbox, which is rarely found on six-cylinder engines, does not please with reliability, and I already wrote why - the vane pump does not like high speed and dirty oil, and after pressure loss, the amount possible problems increases many times. But at the moment, these boxes have been mastered for repair, and their replacement with ZF has also been worked out.

Body

No steel or paint has been spared for the flagship sedan, and a solid part of the cars still look very good. The key to good body health is warm parking lots and regular visits to the car wash. The class is required. If corrosion damage occurs, it is primarily on the thresholds, doors and wheel arches. And also the attachment points of the rear subframe on powerful machines with top-end engines.

Mostly suffer specimens that have long passed into the use of private traders or have worked accompanied, with the inevitable rubbing, sandblasting and harsh operating conditions. The high price of most body parts at the low price of the cars themselves often makes the owners "cut", which primarily affects the condition of the plastic body parts and chrome elements.

A set of exterior plastic in excellent condition can cost more than half the price of an old car, and even with no corrosion and good paintwork, bringing the appearance to the original will make you spend money. The cost of optics, mirrors, antennas and a variety of caps and hatches can also be disheartening. Prices are lower than new car, but only one and a half to two times, there is almost no choice of non-original, the choice of “used” in the analysis is also small, and the condition of the parts itself usually does not shine. A good kit, say, from England, you have to wait, and its price will also be far from sparing.

Salon and electrics

The interior and electrical equipment of the car, on the one hand, are executed at a very high level, and on the other hand, they are still the main suppliers of minor and not very problems. Richly equipped specimens have a huge number of different interior options, which will inevitably require repairs in the end, and not always a matter of price. Often, a replacement for a broken unit simply cannot be purchased in a reasonable time and not very reasonable money.

Fortunately, critical breakdowns here can only occur in the climate control unit, dashboard and a pair of control units - the main and the system unit onboard control, which can still be purchased new for an amount of about fifty thousand rubles a pair. But a car with a bunch of non-working electronics is not at all like a dream car, and the price for it, accordingly, is falling, because bringing it to a “live” state will require both effort and money.

Electrical problems include very unpleasant troubles with the “smart” Servotronic steering system, with the ABS unit, which also carries out the functions of the dynamic stabilization system, the actual problems of engine compartment wiring of cars and a number of troubles that arise with engine sensors.

Chassis

The reliability of the suspensions on the "sevens" is, if not exemplary, then very good by the standards of the company. The front suspension, after a complete overhaul and careful operation, can go through one and a half hundred thousand, and the rear one can usually withstand 40-60 thousand, which can be considered a worthy result for a very heavy car with good handling.

However, during hard use, which was typical for official cars, the suspensions performed worse, requiring regular attention, in contrast to. The cost of components for repair is quite reasonable, and only a complete overhaul or replacement of the rear integral arm assembly after an accident or replacement of shock absorbers will require serious expenses active suspension. But instead of them, standard ones are most often installed - due to the extremely high cost of original spare parts.

The steering gear is unpretentious, but its repair is expensive - most often, when a backlash appears, it is replaced with a contract one. However, the total cost of steering maintenance is not cheap at all, if high-quality components are used. The control module sometimes fails: both the control unit itself and the gearbox valve block, in which the motor and force control valves can break down, can throw problems. Fortunately, now they have learned how to repair the module, restoration “according to the dealer’s technology”, i.e. with the replacement of the entire steering gear - extremely expensive.

As with all old BMW models, first of all, you need to try not to get into a criminal car - you should check the coincidence of all VIN numbers on the body and the compliance of the configuration “by VIN” and in fact. As well as the presence of traces of welding spars and other problems associated with alterations.

Secondly, just decide how many hundreds of thousands you want to spend on a car per year. Yes, hundreds, not tens. If one or two, then late copies with V8 engines are at your service, without any special “bells and whistles” and in good condition. If more, then you just need to take a car with necessary set options and not "killed".

If there is not much free money, but you still want to play the lottery, then look for a pre-styling car with 3-liter M52 or M60 engines or a restyled "American" with M62 3.5 - such versions have minimal taxes, and with expenses for everything else - how lucky.

But it is strongly recommended that you familiarize yourself with the knowledge base on the E38 on specialized resources before buying - this will allow you not only to get an idea of ​​how much the repair will cost, but also that the car may already be “instructed”. And the list is huge, almost all nodes require attention. It is likely that this will save you from a rash purchase, and the dream will remain just a dream.

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In 1993, BMW introduced the completely redesigned third generation of the 7 Series luxury sedans at the Frankfurt Motor Show. BMW E38, and since 1994 the car began to be produced at the plant in Dingolfing.

The car was produced from 1994 to 2001 and for all the time 327,560 cars were produced.

Design

Interior

Harmonious forms and special quality materials in the interior of the E38 have formed their own inner world of mobility and cabin comfort.

The BMW E38 was equipped with an electric sunroof, an audio system with 14 speakers and four subwoofers, a 6-disc CD changer, on-board satellite navigation (on models from 1994-1996 on the basis of the VDO Dayton-Carin system, from 1997-2000 based on Phillips systems with separate Trimble Navigation receiver, 2001 models based on Phillips system with built-in Trimble Navigation receiver), automatic system climate control with separate controls for driver and passenger. As an option, it was possible to order air conditioning with automatic climate control in the rear, the controls and display were located on the center console.

into a standard multifunctional wheel radio, cruise control and air conditioning recirculation buttons are integrated, allowing you to easily and safely operate functions without taking your hands off the steering wheel.

Automatic climate control with automatic air recirculation, micro-filter and activated carbon filter ensures air purification and distribution. The filter cleans the air in the interior from harmful gases and even from many odors.

Standard automatic climate control keeps the air temperature slightly cooler than at the bottom of the car, thereby creating a comfortable atmosphere in the car.

Specifications BMW E38

Engines and range

The 740th model became the most popular for the entire production of the E38, it was produced in quantities of 129,356 and 740iL - 50,933 copies.

Four months into production, in September 1994, the top-of-the-line 750i and a particularly popular long wheelbase version with a 5.4-litre and 5-speed ZF automatic transmission were released.

In 1995, a basic version with . Thanks to the exceptional efficiency of the 728i, this model has become one of the most successful models in this series.

In 1996, the first diesel version of the 7 series was introduced - with two valves per cylinder. Due to the weight of the E38 (from 1905 to 2235 kg), the car was not very productive, but could provide low fuel consumption.

Also in 1996, a limited edition version was introduced, which is more luxurious than the 750iL, but with the same engine as in the 750th model - M73B54. The luxury model had a sliding partition between the front and rear seats, telephone, refrigerator.

In 1996, to replace the 730th version BMW company also produces an extended version of the 735iL with a V8 engine - M62.

In 1998 to model range E38 joined equipped with diesel power unit power - .

In 1999, the top diesel version was launched with a 3.9-liter TwinTurbo turbo diesel -.

	Motors	Volume, cc	Power, hp	Torque, Nm
728i	M52B28 M52TUB28	2793 2793	193 193	282 282
730i	M60B30	2997	218	290
735i	M62B35 M62TUB35	3498 3498	235 238	320 345
740i	M60B40 M62B44 M62TUB44	3982 4398 4398	286 286 290	400 440 440
750i/il	M73B54 M73TUB54	5379 5379	326 326	490 490
725tds	M51D25S	2498	143	280
730d	M57D29 M57D29	2926 2926	184 193	410 430
740d	M67D39 M67D39	3901 3901	238 245	560 560
L7	M73B54 M73TUB54	5379 5379	326 326	490 490

Transmission

The BMW E38 7 Series was offered with either a 5-speed automatic or manual transmission on the 730d, 740d, 740i/iL, and 750i/iL with a 5-speed ZF automatic.

Dimensions

Restyling BMW E38

In 1998, the E38 body was updated. The front of the car was tightened, the rear lights were updated, a sports suspension, new wheels and a hydro-transformer were installed.

In addition, a new sports package was introduced for the 7 Series (which was originally available for the 740i version), improved automatic climate control, front side airbags and a standard head protection system.

The E38 7 Series was discontinued in 2001, replaced by the 4th generation.

Video BMW E38

BMW E38 7 Series (1995-2002).
Description, specifications and photos.

3rd generation sedans BMW 7-series E38 luxury class was first introduced in 1995.

The BMW 7 Series was produced in the following variants: 725tdi, 730d, 730i, 735i, 740i, 740iL, 750iL, 740iL Protection and 750iL Protection. Cars of the "Protection" series are equipped with bulletproof glass, parts that enhance the security of the body, and wheels that can be driven even if they are completely flat.

It should be clear right away: the car is not quite representative. BMWs are famous for their sportiness, therefore, if we talk about smoothness and noiselessness, the "seven" is somewhat inferior to competitors. The car even looks faster than its classmates: a low hood crowned with branded "nostrils" of the radiator grille, large windows.

Despite the big external dimensions not much space inside. The driver sits at all, as if in the cockpit of a fighter - he is surrounded by instruments and control buttons for auxiliary systems. The center console is traditionally slightly turned to face it.

At the same time, the car has everything necessary elements comfort, including power accessories, automatic seat adjustments and climate control. (Note: Prior to '98, most options were not included as standard)

The popularity of the "seven" from year to year was added by electronic "brains", according to which it was one step ahead of the rest of its competitors. Among the electronic filling is a dynamic motion stabilization system (DSC), and an adaptive automatic transmission (AGS), which allows you to change the gearshift algorithm depending on the driving modes, and electronic system ELM motor control.

Electronics also largely determines the characteristics of the suspension and systems active safety. For example, the NR body positioning system and the ASC automatic body stabilization system take care of passenger comfort while driving. ECS electronically controls the stiffness of the shock absorbers.

The 750iL version is additionally equipped with Park Distance Control, a 5-speed automatic transmission, self-adjusting suspension, a cell phone with voice dialing, heated front and rear seats, an audio system consisting of 14 speakers with a power of 440 watts and aluminum wheels. The ventilation and temperature control system allows you to set a different climate for the driver and passengers in the front and rear seats.

The BMW 7 Series was also offered with a 13 cm stretch limousine body (740iL, 750iL) and a 38 cm stretch body (BMW 750iXL). All the extra space is given to the rear passengers, who can practically stretch their legs. Here, of course, luxury reigns. The chic "bimmer" has retained all the family advantages - excellent dynamics and handling. Thanks to the flagship V12, which develops 326 forces, the limousine accelerates to hundreds in just over six seconds.

In terms of smoothness, BMW engineers have found a compromise between handling and comfort. The car is smooth enough to meet the requirements of an executive class, and precise enough in response to please a driver who knows a lot about fast driving. Yes, you can drive on straight autobahns on any of the German flagships, but only BMW also behaves superbly on winding roads. A relatively stiff suspension is difficult to "break through", even if you drive at high speed into a serious pothole.

"Sevens", moreover, are equipped with several airbags for both front and rear seat passengers. Moreover, the new Head Protection System, which is an inflatable umbrella that unfolds diagonally from the windshield pillar to the roof above back door, provides protection for the heads of passengers sitting in front. The safety of those who are located in the back is provided by airbags built into the doors. The car is also equipped with child locks, Dynamic Stability Control and built-in sensors that automatically open the doors and turn on emergency and interior lights in the event of a serious accident.

Specifications BMW E38

Modification	doors	Volume cm3	Power (hp)	Max. speed (Km/h)	Overclocking up to (100 Km/h, s)	Start of release	Graduation release
730 i
725 tds
728 i L
728 i
730d
730d
730 i L
730 i
735i
740dL
740d
740 i L
740i
750 i L
750i

MODEL	E38 730i 1994-1998	E38 735i 1996-1998	E38 740i 1994-2001	E38 750i 1994-2001
BODY
body type
Number of doors
Number of seats
Length (mm)
Width (mm)
Height (mm)
Wheelbase
Front/rear wheel track, mm
Clearance, mm
Curb weight of the car, kg
Permissible gross weight, kg
Trunk volume max./min., l
Tire size
ENGINE
Engine location	front, lengthwise
Engine volume, cm3
Number and arrangement of cylinders	V-shaped/8	V-shaped/8	V-shaped/8	V-shaped/12
Piston stroke, mm
Cylinder diameter
Compression ratio
Gas distribution mechanism
Number of valves per cylinder
Supply system	Distributed injection
Power, hp
Torque(N*m)
Fuel
TRANSMISSION
Drive unit

As a rational decision, to weigh the strengths and weak sides and focus on typical breakdowns- a thankless task. All because this car is chosen not by the mind - by the heart.

The last "real" Bavarian flagship, a childhood dream, a James Bond car and a Boomer gang... Too many associations.

Until recently, the E38 seemed an unattainable car for the celestials, but today you can buy it for 4-6 thousand USD. at the rate. And it is often hard to refuse such a purchase, even if it is frankly “killed”. All because this is the only “seven” that is chosen for sincerity. And having chosen, they sit down on the E38 like on heroin, unable to part even with a shabby 20-year-old copy.

And they go in search of the E38 not because they need a “Bavarian premium” - for this, the “five” BMWs of those years are enough. They go in search of E38 when they need E38. No more, no less.

Why yes

The third generation of the "seven" appeared in 1994. Strict laconic and at the same time original and dynamic design was created by a team led by Chris Bangle. Until now, connoisseurs of the Bavarian brand call the E38 the most beautiful of the BMW “sevens”.

The BMW E38 was available in three body styles - a standard sedan, an elongated Long version (+140 mm wheelbase), and a stretched L7 limousine (+394 mm).

A wide range of engine options was relied on for the sedan: in-line "sixes", several V8s and the flagship V12 - in total, six petrol options and three diesel engines. In terms of boxes, the buyer chose from a 5 and 6-speed manual gearbox and a 5-speed automatic transmission. The place of the M-version was occupied by the exclusive Alpina B12, charged at 386-428 hp.

The flagship was also equipped with first-class innovative “minced meat”, for example, a dynamic stabilization system and an adaptive automatic transmission. Recall that the E38 was produced from 1994 to 2001 - for those times it was a technological revolution.

Why is the E38 still being considered for purchase?

Image

Before the E38 was taken off the assembly line, its sales skyrocketed. This is a rare story that can be explained very simply: after seeing the new creation of Chris Bangle in 2002, connoisseurs of the Bavarian classics rushed to dealerships to buy the last real flagship with a bright cinematic career.

The new "seven" E65 drew a line "before" and "after" in the change of eras of BMW: after the departure of the E38, experiments with design, downsizing of engines and other sad innovations began. And the E38 has become a permanent symbol of the era of the 90s. And, I must say, the appearance and filling of the car perfectly reflected the values ​​​​and lifestyle of the characters for whom the movie was intended: adrenaline, non-conformism, the desire to take everything from life. And more.

Today, for those who want to get this F-class model for personal undivided use, the issues of operating costs, engine breakdowns and illnesses are not at all relevant. This BMW immortalized in films, even taking into account its venerable age, remains in demand among brand fans to this day, and the E38 is still an authority from the 90s in the stream. And this is not philistinism, this is a matter of the owner's image.

This is probably why in those ads for the sale, which indicate the maximum cost of a used E38 (12 thousand USD according to our data), there is a postscript “a car for a connoisseur” next to it.

Drive

Premium premium, which is soldered with traditional Bavarian values, dynamics and handling - this is the E38's recipe for success.

A two-ton “lighter” will not allow you to save money and comply with traffic rules: a pleasant steering weight, tenacious brakes, balanced steering and anti-slip systems plus a V8 engine compartment and even more so a V12 - and that’s it, the owner is gone.

The foot presses on the accelerator against the will, the uterine roar from the engine compartment spurs excitement ... This huge, low and rear-wheel drive beast will not let you drive yourself calmly and balanced. Only hardcore.

Now you can only find such a character in separate “charged” emks, but connoisseurs are categorical: it’s not that. They do not have what was in the E38. Its name is breed.

Luxury and comfort

The era of the appearance of the E38 is the time of the "cold war" between BMW and Daimler, and therefore the "seven" could not yield to the W140. I could not and did not have time: the richest options and a cozy interior are proof of this.

The suspension obediently swallows bumps in the road, the chair hugs the body and remembers individual settings, double-glazed windows are responsible for first-class sound insulation.

All kinds of heating and massage as an option for seats, navigation and separate climate control, webasto, separate rear seats, cell phone and even TV - the list of equipment is huge. For the first time on the E38, curtain airbags appeared that protect the heads of people in the cabin in a side impact.

A regular refrigerator and a subwoofer for non-standard music were placed in a 500-liter trunk.

The exterior equipment of the cabin also impresses. It makes no sense to take this "seven" in the minimum configuration. To feel this car - only luxurious classics, black genuine leather and walnut root trim.

You get used to the good, and therefore it is so difficult for owners to part with their E38. You can often hear the opinion that this is the last "seven" BMW, where "show-offs were worth the money." And that after the E38, the rest of the 7-series could surpass it in appearance, drive or equipment, but never by a combination of these three elements.

Reliability

The E38 has no global problems with electrics, engines or suspension, when compared with other representatives of the business class of that era.

Another question is that the age of the car simply obliges it to have problems with the body - and on many copies that are sold on the secondary market of Belarus, doors have been changed, thresholds have been overcooked, elements have been repainted in order to hide corrosion.

Suspension maintenance - front MacPherson and rear multi-link - also does not cause any special problems if the owner takes the E38 to the service at least once every six months, and does not reveal problems by extraneous knocks.

As for the chassis, instead of the steering rack in the E38, a simple steering gear with Servotronic electronic power amplifier.

In addition to the “servotronic”, the E38 also has enough other electronic assistants, including a full-fledged stabilization system, adaptive dampers and a body level adjustment system (optional). The question is how all this splendor works with runs of a 20-year-old car. Question on the conscience of the previous owners.

If the E38 is on the move and carefully maintained, there will be no global problems (except for the condition of the body). The motors that went to this "seven" are quite reliable, the electronics are not capricious.

A long simple “seven”, like any car, will not benefit. As well as collective farm "tuning", servicing with dubious spare parts from garage craftsmen and ignoring problems. But in general, the E38 is a reliable and resource unit.

Why not

It is worth looking through a couple of dozen ads for the sale of used E38, as the reasons why they do not buy it become obvious. More precisely, this is one reason that explains the essence of the problem.

You can't find a good E38, you can't restore a bad one

BMW E38 owners are conditionally divided into two categories.

The first is brand fans who understand the value of this car and invest crazy amounts in it every year.

Such people fix malfunctions and “collective farming” of previous owners, service and repair the E38 at the official dealership station exclusively with original spare parts, order detailing, choose the style of the wheels for a long and painful time, and if necessary, paint the element, clean it to metal and even order factory options.

And such an owner, of course, for 6-8 thousand USD. he will not give up his beloved "seven", in which so much has been invested. Rather, he will put up an ad, start looking for something similar (and there are no analogues) and, disappointed, put the E38 in the garage - ride on weekends.

But such ads are 5-10 percent.

And the rest fit under the soft “killed collective farm”. With the accompanying space costs of the new owner already.

Moreover, in this case, the search for problems will not do without checking the configuration with VIN number, checking traces of welding spars or dancing with a thickness gauge.

Forums and specialized resources are full of information about what can be "optimized" by craftsmen in E38. Including underestimation of clearance, chip tuning, installation of forward flow. This list of "collective farming" is worth studying - and many potential owners refuse to buy at this stage.

• The low price of the E38, combined with the phrases “no time to deal with”, “a lot of things have changed” with a scrupulous enumeration and obvious “tuning”, “automatic transmission nuances” is the best reason to refuse a purchase.
• In addition, the image of the "dashing guy" is not reflected in the best way on the E38. A lot of cars beaten on the front (heavily), turned over on the roof, restored after the fire.

Separately, it is worth mentioning the difficulties with the search skilled craftsmen. The machine is complex, specific, requires individual knowledge and skills. What kind of service could E38 have from regional centers and remote towns-villages?

In general, the E38 loves premium care, good roads And warm garages. Without this, this is not at all the “seven” that is about a dream. But just a “shabby” copy and a path to debt, if thousands of dollars for restoration were not included in the purchase budget from the very beginning.

Typical breakdowns

For those who still firmly decided to look for a worthy copy. Part problems power plant, KP, suspension and electrics BMW E38.

Body and interior

For the “seven”, the manufacturer did not spare paint and steel, but taking into account the mileage, it is difficult to find a copy with “native” thresholds, doors, arches.

• More often, rotting sills are hidden by a dense layer of putty, especially in pre-styling versions, without plastic sills.
• The edges of the doors, the trunk lid under the emblem, the door arches and the places on the bottom where the factory anticorrosive has disappeared are the main problem areas which should be checked very carefully.

Don't buy into claims of "original frontal" production, such as Pilkington. This does not mean that the car was not in an accident. Smart outbids have not put a crystal-clear Chinese counterpart for a long time, but they do not buy new glass with the necessary markings at car disassembly.

Optics become cloudy over time from scratches, and headlight glasses will cost a lot.

In terms of electrical equipment, a dirty trick should be expected from various control units, including the main one, the climate control unit, the on-board control system unit, the ABS system, and the Servotronic electronic steering system.

• Engine sensors fail, which leads to problems with the operation of the motor.
• The problem of dead pixels on the dashboard will be solved only by replacing the on-board computer display.

Engines

In general, the engines on the E38 are reliable. The most successful are gasoline V8s with a volume of 3 to 4.4 liters, as well as engines of the M60, M62, M52 series.

Petrol engines on this "seven" they go 400-700 thousand km before overhaul, their main enemy is overheating. And also a water hammer, and the motor can “sip” water even when driving through a deep puddle due to the low-lying air intake.

On the M52 and M60 series, they scold the nikasil coating of the cylinders and the expensive VANOS to replace. Plus, a small resource of sensors, including a lambda probe, and ignition modules. Plus fuel appetite, growing with the number of cylinders.

• The base gasoline “six” M52 is scolded for a lack of power: 192 hp. not enough for two tons of metal, you have to twist. These were installed on the 728i.
• V-shaped three-liter gasoline M60, which were installed on the pre-styling 730i, are considered dynamic and reliable.
• The 3.5-liter M62, which replaced the M60 in 1996 and was installed on the 735i, and the 4.0-and after restyling and 4.4-liter M64 (for the 740i) are also quite reliable, but the complex VANOS phase rotation system is already starting to cause problems the first hundred thousand kilometers, and its replacement hits the wallet.
• Flagship V12 with 326 hp and the 5.4-liter volume that was put on the 750i, this is the M engine. Never an economical “beast” will forgive negligence, only experts should service it.

Diesel versions meet infrequently, and the E38 is the first "seven" BMW, which generally began to install a diesel engine. Purchase diesel versions- Always a guarantee of high mileage and high maintenance costs fuel system. The only exception is the M57, which is popular on the secondary market.

• The base 143-horsepower unit for the 725td, the M51 family, is too weak for a heavy machine, and also suffers from a structurally weak injection pump.
• The most acceptable choice is the 2.9-liter M57. The best in its class, it is quite simply arranged and has 193 hp. These were put on the 730d. Expensive breakdowns - replacement of nozzles and a flow meter, and even if exhaust gases break into the engine crankcase. Plus a worn turbo.
• The top diesel V8 of the M67 family, which relied under the hood of the 740d and produced 245 hp. power, it is better not to buy. This 3.9-liter diesel engine was distinguished by extremely sensitive control electronics and injectors that are incompatible with domestic fuel. And the torque of 590 Nm is poorly digested by the automatic transmission, especially in terms of the dual-mass flywheel. The differential suffers too.

The timing chain for all engines that went to the E38 is considered maintenance-free. But in fact, it has to be changed every about 300 thousand km.

Basically, caring for engines according to the BMW standard: best oil and available fuel, sensitive response to noise from under the hood, overheating prevention. So no clogged radiators and idling hours. In general, it depends entirely on the owner whether you will get into possession of a live half-millionaire or a 200-thousander completely killed in terms of the CPG.

transmissions

On the E38, both manual transmissions (for gasoline 2.8 and diesel 2.5) and automatic transmissions were installed. If the "mechanics" is considered reliable, there are questions about the "machines".

• Automatic transmission manufactured by ZF series 5HP24 and 5HP19 - the best choice, but despite the manufacturer's statements, they still require maintenance: ATF fluid changes every 100-120 thousand km.
• "Automatic machines" of American origin, GM, cannot stand high speeds (overheat) and dirty oil, their maintenance requires increased attention. And if you abruptly turn on R after D, the retaining ring will break. The good news is that only certain versions of the in-line sixes were equipped with GM automatic transmissions.

Chassis

Most of the levers in the E38 change assembly, some are made of aluminum.

After a complete overhaul, the front suspension travels 100+ thousand km. The rear multi-link will have to be repaired more often, approximately every 40-60 thousand km: a heavy car. Moreover, the rear suspension is complex, there are a lot of parts, the design of many does not allow the installation of analogues from other BMW models.

The air suspension for the 750i is impeccable in terms of comfort and even lasts longer than the standard one, but if it fails, the owner will lay out more than a thousand cu. for the repair.

• Original front shock absorbers go up to 300 thousand km.
• Silent blocks are changed separately from the levers on average every 40-60 thousand km.
• The levers live about 60 thousand km, they change along with the ball bearings.
• Tie rods and tips serve 80 thousand km each, steering linkage - 40 thousand km.
• Weak point structurally complex rear suspension- silent blocks of the H-shaped lever. They require replacement every 40-60 thousand km, and after 60-90 thousand the upper levers join them.
• The lower swing arms last the longest, but their turn comes - on a run of 200 - 250 thousand km.