BMW cars are loved in Russia. Even more. A couple of years ago, a film was made about one of the models of the Bavarian concern, and now Serega boasts in a popular song that he has a black BMW and all the local girls love to ride it. Still, after all, not everyone can afford even a used BMW. Especially when it comes to the "five" in the back of the E39, produced from 1995 to 2003.
Generally sold on our secondary market BMW 5-series have a sedan body. Station wagons, which appeared only in 1997, are extremely rare. It's a pity, because the station wagon based on the "five" looks very harmonious and even stylish. True, it costs, as a rule, more expensive than a sedan similar in configuration and technical condition. Moreover, this difference can be several thousand dollars. And it's not just that the production of station wagons takes more material. Many "touring" are equipped with pneumatic rear suspension, automatically leveling the body depending on the load.
And it should also be mentioned that the BMW 5-series in the back of the E39 was assembled not only in Europe, but also in Russia - since 1999, the "five" began to be made in Kaliningrad. Sometimes you can hear that these machines can not be compared in quality with products made in Germany. But it's not. In terms of reliability, the “Russian” BMWs are not inferior to their German counterparts. Kaliningrad "boomers" have two "packages" - "for bad roads" and "for cold countries" (since September 1998), which is expressed in the presence of reinforced shock absorbers, other springs and stabilizers, engine protection, etc. All this can be supplied and for cars from Europe, but this additional equipment will cost more than $1200. Therefore, many buyers of European "fives" prefer at first to limit themselves to only strong metal crankcase protection for about $ 160 - without it, on our roads, the "engine" pan can be damaged in no time. And when preparing the car for Russian conditions, German engineers decided to change the location of the air intake, which on Kaliningrad cars is not located in the front bumper, but a little higher. This significantly reduced the risk of water hammer.
No "black sheep"
A total of 14 different modifications of power units were installed on the "five" E39, in which even a specialist can get confused. Let's start with 6-cylinder gasoline engines. Until 2000, the “fives” were equipped with 2.0-liter engines with a capacity of 150 hp. (BMW 520i), 2.3 L 170 hp (BMW 523i) and 2.8 liters with 193 hp. (BMW 528i). You can often hear that the 2-liter power unit is not too suitable for the 5 Series, but this statement is debatable, because such cars easily accelerate to 220 km / h. Agree, not so little. But the versions 523i and 528i are unlikely to be called "dead". These are almost perfect “fives”, because 2.3- and 2.8-liter engines have power, reliability, and besides, their price is more affordable compared to the more “cool” V8s. Well, after modernization, even among 6- cylinder engines not a single "black sheep" remained, which, albeit with a stretch, could be classified as insufficiently powerful. So, the 520i version received a 2.2-liter engine (170 hp). In addition, the BMW 525i and 530i appeared with 6-cylinder units of 2.5 and 3.0 liters with a capacity of 192 hp. and 231 hp respectively.
Well, those who need not just a car, but a real “rocket” should look for “fives” with 8-cylinder engines. There were two of them, with a volume of 3.5 and 4.4 liters, with a capacity of 245 hp. and 286 hp respectively. A unique 4.9-liter unit could also be added here, which developed a mind-blowing 400 hp, but it was put on the BMW M5 version, which is seriously different from the usual "five" and worthy of a separate article.
You can't go wrong with diesels. There are few of them in our secondary market, but these motors are worthy of respect. On the "fives" you can find diesel engines with a volume of 2.0 liters (136 hp), 2.5 liters (143 hp or 163 hp) and 2.9 liters (184 hp or 193 hp). Diesel BMWs, especially those with more powerful engines, are good for everyone, however, with one big exception - in 90%, if not 100% of cases, they have very high mileage. After all, in Europe these cars were purchased only by those drivers who travel a lot - believe me, such cars annually roll about 50 thousand km or more. And as a result, after 5-7 years of operation behind "their shoulders" 250-400 thousand km. No matter how good they are german motors, but by this point they are usually seriously worn out. And repairing diesel engines costs a lot of money (finding a used one in good condition is unrealistic). Yes, and diesel fuel in Russia is also not great. In general, it is still better not to buy old diesel BMWs.
Dangerous Options
There are dangerous “fives” with gasoline engines. And here we are not talking about volume. Sometimes on sale there are cars (made before September 1998) with engines that have a nickel-silicon (nikosil) coating of cylinders. This very nikosil collapses over time, and the cylinder block must be changed. I must say that BMW quickly realized that it had made a big mistake by deciding to use this "nasty" drug. And in many cases, nicosil engines were replaced under warranty with new ones, already coated with reliable alusil. But nikosil units are still found, and in this case, if the motor breaks down, you must either pay about $ 3,000 for a new unit, or use cast iron inserts, which is also not cheap. Moreover, many masters doubt the effectiveness of the last operation. Therefore, when buying a car, you must definitely go to a service specializing in BMW, and use an endoscope to check the cylinder block (nicosil coating is different in color from alusil coating).
Also, when buying, you need to find out if the engine has been overheated, which can lead to very expensive repairs. To prevent overheating, it is necessary to clean the radiator once a year, for which you have to remove the bumper, as well as monitor the condition of the thermal coupling for turning on the fan (its replacement will cost about $ 120-200) and the pump (the plastic impeller sometimes turns in the latter, which leads to costs in the amount of about $60-100). Another relatively weak point in the cooling system is the thermostat (its replacement costs $50-100 with spare parts). And it happens that the engine starts to warm up due to a broken air conditioner radiator fan (located in front of the main one). It must be said that the above breakdowns are quite rare, but these places deserve close attention so as not to become a victim of deadly overheating.
At operating BMW The 5th series is recommended to call in for an oil change service not when the computer says so (the “five” is equipped with such a system), but a little earlier - better every 12-15 thousand km. Of course, the oil should be only best quality, and it is necessary to use only what is recommended by the manufacturer (by the way, the masters strongly advise against pouring “flushing” into the motor). But remembering the delicate timing belt in the case of the BMW 5 Series is not necessary - all “five” motors have a chain that is enough for 250 thousand km or more. And the money saved is better spent on cleaning the nozzles (every 50-80 thousand km) with special preparations at the BMW service. Most likely, at the same time you will have to change the candles (they cost $15-20 apiece).
According to the masters, BMW engines E39 have proven to be very reliable. Yes, and in those cases when it is necessary to do one or another minor repairs, too much expense is often avoided by using good non-original parts. But what you should really be afraid of is the "capital" - it is very expensive. So before purchasing the "five" it is necessary to carry out the most thorough engine diagnostics. The $50-100 spent on this cannot be compared with the costs that a serious engine breakdown will bring. For example, the repair of a branded VANOS variable valve timing system, which is required after 200-300 thousand kilometers, will cost $ 300-600 (when the “cooler” DOUBLE VANOS wears out, the costs will be much higher).
To the envy of competitors
Everything BMW versions 5th series E39 could have both mechanical and automatic box gears. Moreover, starting from the end of the 90s, the “automatic” had the opportunity to manually switch, which made it possible to combine the advantages of both types of transmission. Boxes on the "five" are very reliable and able to work no less than the engine itself. You just need to make sure that oil does not leave them (at high mileage, it can begin to seep through the seals, but replacing them usually costs $ 50-100). The clutch on cars with "mechanics" has a good resource and works for 150-200 thousand km (fans of fast starts, of course, "kill" it faster). A clutch kit costs about $350-400, and for its replacement at a regular service station they will charge about $70-120.
When creating the BMW 5 Series, engineers decided to actively use aluminum, which helped to reduce the overall weight of the car, as well as reduce unsprung masses. On the "five" E39 beam front axle, wishbones and suspension strut guides are made entirely of aluminium. The rear suspension is taken from the big "seven" and has its own brand name - Integral IVa. And the rear suspension, thanks to its design, can “steer” a little on bends, helping the driver to get more pleasure from the ride.
For all the talk about the inability of fast BMWs to Russian roads, one thing can be said - the suspension of the "five" is reliable. As experience shows, most often replacements require stabilizer struts (both front and rear), but they are inexpensive - from $ 15 to $ 30, depending on the place of purchase and manufacturer. It is worth noting here that most of the parts of the chassis of the BMW 5 Series do not have to be purchased in the original version. You can almost always find exactly the same elements, but in a Lemferder box or some other company (specialists in spare parts stores know this very well).
Drivers of the BMW 5 Series should remember that at each maintenance it is necessary not only to change the oil, but also to carefully inspect the suspension, blow drainage holes under the hood, etc. And if there is the slightest doubt about the correct operation of a particular part, it is better to change it immediately. Otherwise, one worn-out element will quickly drag others “to the grave” with it. As a result, the cost of repairs will be not $100, but $500. As is often the case, the front suspension requires more attention, where there are two levers per wheel ($130 Lemferder and $170 original). If you drive without noticing holes and potholes, they are "killed" for 15-30 thousand km. But it’s worth being a little more careful, as levers with ball bearings and silent blocks work without problems for 70-80 thousand km. Although in many cases the upper control arm bushes wear out much earlier, fortunately they are replaced individually (part price $12-20).
The rear suspension is reliable, but on cars older than 5 years, it may require replacement of the silent block in the hub, which is sometimes called "thruster" or "floating" ($40-70), as well as the so-called integral arm ($26). A little less often, you have to change two more simple levers ($ 120 apiece). But the most unpleasant thing is when the silent block in the large H-shaped lever wears out. In this case, you have to buy a lever assembly. It happens only original ($340).
The car's brakes work as they should. It happens, however, that they fail ABS sensors or system control unit. And if new sensor costs about $120, then for the electronic unit you will have to pay $950-1000 already! But here it should be noted that on the "fives" made after 1999, there are no more problems with the ABS control unit. By the way, after 1999, the steering racks on cars with in-line engines also became more reliable (the BMW 5 Series with V8 engines has a different steering wheel). Buying a car with a faulty rack could bankrupt the owner by $1200 in the future! So be careful.
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, they began to become obsolete stylistically, 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 significantly accelerated the renewal of the model line of cars, and BMW took full advantage of this, 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 were perplexed, was it 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 many such cars on the secondary market, and they still look very appetizing from all points of view. 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.
Technique
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, up to 98, and after that - 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 motors under the hood of the hero of today's story had the same power.
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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. The change of cast iron to aluminum gave at least a dozen and a half kilograms of a difference in mass, and also promised fast warm-up motor. 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 motors were coated with nikasil cylinders, but in the US and Canadian markets these motors could not withstand local gasoline, and then the technology with thin-walled cast-iron liners was applied - 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. every. 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 sleeves, received a new intake, a new ignition system 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, new design piston group and a 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 - from the factory they installed a pump with a plastic impeller, and not a ceramic one, with an intake manifold. But again, despite the lower resource and somewhat typical faults, the motor is considered very reliable, especially against the background of the newer 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 banal thing is to leak through the seals, but it’s worth checking the exit to oil radiator and motor 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 nikasil block of the early M52, not to mention the cast-iron sleeves. The Double VANOS system usually requires replacement as a whole with runs over 150-200 thousand kilometers, when choosing old car this may be significant. 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 engines 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 diesel engines. 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 the timely replacement of consumables, is 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: there is a high cost of original spare parts, and difficulties with restoring 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 points - lower wishbones and silent blocks of the front jet thrust, floating silent blocks of the lower wishbones 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 "poliks" of the bottom of the body, the bottoms of the doors and 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 big expense fuel can be replaced with an unsuitable "compatible" one - unfortunately, this is a very common occurrence. 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.- a true legend of the Bavarian company. Charisma, comfort and power - these are the qualities that make the "five" so attractive. Even today.
Body and interior
At the time of her debut, the E39 was a painted beauty with those very "angelic" eyes. In princepe, well-groomed "five" and today will not cause any special problems to the owners.
The model received a rigid, durable body with a high degree of passive safety and good resistance to corrosion. Variants with serious foci of rust are found only after poorly eliminated consequences of an accident. The model also has weakness- edge of the door.
Particular attention when choosing a five in the back of the e39 should be paid to the fact that the car has a native body geometry. This is fraught with more problems than corrosion.
The model received rich equipment. Already in the database - climate control, full power accessories and on-board computer on a specially slightly deployed front console to the driver. Noise insulation of the cabin is a reference in its class. Finishing materials are at the premium level, even after so many years.
Comfortable chairs with many adjustments, spacious salon even in a common sedan, not to mention the touring. Model E39 is a role model for many modern cars.
Engines and transmission
First of all, fives in the e39 body owe their popularity to the legendary engines of the M series. These powerful and reliable units, with good maintenance, nurse 300, 400, and some up to half a million kilometers without any problems.
BMW E39 received a wide range of gasoline 6-cylinder engines: 520i M52 150 hp, 520i M54 170 HP 523i M52 170 HP 525i M54 192 hp, 528i M52 193 hp, 530i M54 231 HP
The complaints of the owners of gasoline fives come down to overheating. It is caused by leaks in the cooling system or the failure of the thermostat. Until 1998, gasoline engines were covered with nikosil from the inside. Over time, it collapsed, which led to the need to replace the cylinder block. And although dealers willingly changed such ICEs under warranty, there is a chance to find just such an engine on sale. Therefore, it is better to check the cylinder block from the inside with an endoscope when buying, and not take risks in vain.
Concerning diesel engines, then for the E39 a 4-cylinder 520d was offered M47 136 HP and more powerful "sixes" for versions 525tds M51 143 hp, and the same legendary M57 for 525d (163 hp) and 530d (184 and 193 hp options). The most popular was the 525d version.
Nevertheless, experts recommend purchasing petrol versions of the BMW e39. The reason is simple - other things being equal, diesel engines will have much more mileage, and repairing them is expensive (in every sense). Plus the quality of domestic fuel. Plus possible problems with a turbine on diesel versions of 1999-2000.
The five in the back of the e39 have no questions about the operation of the timing chain drive: it takes care of 250 thousand km.
Regular high-quality engine maintenance and thorough diagnostics of the e39 engine before buying will save you from a very expensive overhaul.
For transmissions. The automatic transmission in the e39, subject to an oil change every 60 thousand km, has served the owner faithfully for decades. The only thing to keep an eye on is whether the oil is leaving through the seals.
To the manual transmission, the owners of claims usually do not arise in principle. But the transmission resource, of course, directly depends on the driving style. On average, the “mechanics” on the e39 serve 150-200 thousand kilometers without repair.
Chassis
The owners note as a feature of the model the low ground clearance and the feature of the rear suspension “steering” on bends, which gives pleasure to the owner.
As for the design of the suspension, in E39 many solutions can be considered reference ones, in particular, the execution of some parts from light metal alloys. But the sporty character of the car is reflected directly in the resource of parts. And often it is the problems with the suspension and its upcoming costly repairs that cause the sale of this BMW.
The front suspension requires increased attention from the owner. With careless driving, aluminum levers (and there are 2 of them per wheel) live only 15-30 thousand km. But with careful respect for the car, the service life increases many times and reaches 70-80 thousand km. Silent blocks wear out earlier, but also change on their own.
The rear suspension in the E39 is complex, its problem is wishbones and breakup rods. A typical story with stabilizer struts and bushings - they are used as consumables. The trouble comes when the silent block in the large H-shaped lever is worn out.
The brakes of the model are not satisfactory. Sometimes the electronics are weird on the part of the ABS sensor or the control unit, but this mainly applies to models before 1999 onwards. When choosing a used five, you need to pay attention to the condition of the steering rack. The presence of backlash and leakage can have an unpleasant effect on the budget, because the whole part will have to be changed or sorted out.
Experts point out that BMW feature e39 has always been not the most durable steering rack. Therefore, when choosing a used five - close attention to the presence of backlash and leakage. The average life of a part is 80 thousand kilometers, then repair or expensive replacement.
It is noteworthy that for bmw difference between here
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, the Touring was equipped with a retractable luggage compartment floor. Frame with glass in tailgate station wagon can open up separately from the door itself.
The “charged” version of the “five” - the M5 model from the sports division of BMW Motorsport GmbH was released 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 a capacity of 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 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"). Front fog lights changed shape from trapezoidal to round. Bumpers, direction indicators and taillights have also changed. 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 | eat |
| 525d | Ventilated discs | Disc ventilated | eat |
| 530d | Ventilated discs | Disc ventilated | eat |
| 520i | Ventilated discs | Disc ventilated | eat |
| 525i | Ventilated discs | Disc ventilated | eat |
| 530i | Ventilated discs | Disc ventilated | eat |
| 535i | Ventilated discs | Disc ventilated | eat |
| 540i | Ventilated discs | Disc ventilated | eat |
TIRE SIZE
| Modifications | 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 | Max 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. Established 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 system stabilization). Moreover, cars with richer equipment are often offered for sale, 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 of 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, many consider the 2.8-liter engine (193 hp) to be the optimal combination of power / costs; 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 greater power (2.5 liter M54 192 hp, and 2.8 liter M52 - 193 hp), a different intake manifold, electronic throttle and gas pedal, as well as a different 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.
IN BMW engines 5 E39 began to use a revolutionary, at that time, camshaft adjustment system that controls the intake and exhaust valves. Thanks to this system, low revs the torque has increased greatly, and the car accelerates perfectly from the very 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, the following diesel engines were installed:
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, the injection pump will also need to be repaired (expensive). Often the engine control electronics are junk.
M57- more modern turbodiesels, already with direct fuel injection (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, provided that high-quality diesel fuel is used (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 may be encountered BMW owners E39: 
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 gearboxes mainly 5-speed were installed, 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 the automatic transmission is carefully diagnosed before purchase (there should be no jerks, 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 chassis is more durable.
On versions with V8 steering 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.
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.
"Entwicklung 39" is the code name for the fourth generation of the fifth bmw series
E39 - the fourth generation of the fifth BMW series. By 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.
Specifications
| Indicator/modification | 520i | 520i Touring | 525i | 530i | 520d | 525tds | M5 | ||
| Before 2000 | Since 2001 | Before 2000 | Since 2001 | ||||||
| Engine volume, cu. cm | 1991 | 2171 | 191 | 2171 | 2494 | 2979 | 1951 | 2498 | 4398 |
| Power, hp | 150 | 170 | 150 | 170 | 192 | 231 | 136 | 143 | 286 |
| Maximum speed, km/h | 220 | 226 | 212 | 223 | 238 | 250 | 206 | 211 | 250 |
| Fuel consumption (urban cycle), l per 100 km | 12,6 | 12,2 | 13,7 | 12,8 | 13,1 | 13,7 | 7,8 | 11,5 | 17,7 |
| Acceleration time to 100 km/h, sec. | 10,0 | 9,0 | 11,0 | 10 | 8,0 | 7,0 | 11,0 | 10,0 | 6,0 |
| Length, mm | 4775 | 4808 | 4805 | 4775 | |||||
| Height, mm | 1800 | 1800 | 1800 | 1800 | |||||
| Width, mm | 1435 | 1440 | 1445 | 1435 | |||||
What was new in the fourth generation?
"Five" of the fourth generation was the first BMW car with a lightweight suspension. German engineers managed to reduce the overall weight of the car by 38%. This result was achieved through the use of components and parts made of aluminum. The light suspension made it possible to create a car with increased smoothness and significantly added ride comfort.
Aluminum was also used to make some body panels. This innovation helped protect it from corrosion. Body E39 perfectly resists rust.
The fourth generation of the BMW 5 Series Touring
E39 was the first BMW car, on which a stainless steel exhaust system was installed. This greatly increased the life of the muffler.
The fourth generation of the BMW car was characterized by increased sound insulation. Double glass was used for the side windows. This significantly reduced the penetration of noise into the cabin.
Base model BMW E39. Salon 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.
Fuel consumption in mixed mode is 9 liters per 100 kilometers
In the 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. 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.
During the crash test, the E39 received four stars
A signature feature of this sedan is the floor-mounted accelerator pedal. Some BMW owners 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 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.
Power units E39
Under the hood of the E39, engines with an aluminum block were installed. It was in the 90s that manufacturers German cars began to use all-aluminum cylinder blocks. The Bavarians did not even think that someone would bore and repair their engines. To increase the life of the motor, the cylinders inside were coated with a special substance called nikasil. It is an alloy of nickel and silicon. But as practice has shown, the nikasilon coating is quickly destroyed by low-quality fuel. Therefore, since 1998, they began to install cast-iron sleeves in blocks.
At start serial production the business sedan was equipped with a line of three gasoline engines and one diesel engine. The engine of the previous "five" was taken as a basis. Below is a list of modifications with the corresponding power units:
- petrol models 520i - M52TU B20, 523i - M52TU B25, 528i - M52TU B28;
- diesel 525tds - M5
The M52 powertrain series is a six-cylinder block. The weakest develops power up to 150 horses. An engine with a volume of 2.3 liters produces 170 horsepower. On city roads, this car consumes a little more than 13 liters. The most powerful gasoline engine is capable of developing 193 hp. The diesel engine has a capacity of 143 horses. In urban mode, diesel fuel consumption is 11.5 liters, on the highway - 6.2 liters.
Double-VANOS system - camshaft control
Since 1998, the BMW concern has launched the production of the top model M5. The main difference of this model was in the engine. A V-shaped "eight" was installed under the hood. It was the first car with a power unit that developed 400 horsepower! Its volume was 5 liters. In addition, the M5 model used the new Double-VANOS system - control of two camshafts. The fuel supply system was also changed: eight throttle valves supply the air-fuel mixture to eight cylinders. The average fuel consumption is up to 14 liters per hundred kilometers.
Structural changes and restyling
In 1999, Bavarian designers carried out several upgrades of the BMW E39. The exterior has not been changed. Main design changes affected 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 new system common rail injection. 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, adjustments have been made to appearance and added three new power units. The exterior of the car received new parking lights, a modified grille and a new front bumper. For the first time, BMW used the new Celis-Technik technology, later it was called "angel eyes".
6-cylinder engine with new common rail injection system
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.
At the beginning of 2000, a new model also appeared 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 powertrains.
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