Turbo problem?

I have a 2000(W) 530d with 43k on it. Today whilst driving it developed a strange whiney sort of noise. I can only describe it as sounding like a vacuum cleaner type of whine. It happens under acceleration and is notably different from the usual turbo 'whistle' and louder as well. I am assuming it is a turbo problem? Performance is so far unaffected but I'm worried that it may disintegrate and cause more damage. Can anyone confirm my suspicions or suggest anything else? Also, how expensive is a turbo to replace(assuming it is the problem)?

Check this out from Honest Johns web site. Look at the "whats bad" bit.   http://www.honestjohn.co.uk/index.php?url=/carbycar/index.ht m

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What's Good

Great looks. 528i provides huge feelgood factor. Decent economy from 528i and 523i. 15' 8" long by 5' 11" wide; weighs 1,485 to 1,690kg. Petrol V8s overkill, but 4,398cc M62 540i can be had with six-speed manual. Top model is 5.0 litre 32-valve 400 bhp M5. Engine line-up began with M52 150bhp 2.0 six, M52 170bhp 2.5 '523i' six and M52 193bhp 2.8 six. Also old M51 149bhp iron block diesel six, M62 235bhp 3.5 V8 and M62 286bhp 4.0 V8. Steel bore liner M52 EU3 engines introduced for 520i, 523i and 528i in September 1998. M57 direct injected 184bhp 3.0D six diesel introduced September 1998. Facelift September 2000 with clear lens headlights saw more engine changes: 170bhp 2,171cc six replaced 1,991cc six in 520i; 523i became 525i, now with 192bhp; 528i replaced by M52 EU3 530 six with 231bhp; smaller 163bhp direct injected 525d introduced. Four Star NCAP crash test rating. Thanks to Trancer of The Backroom, this may clear up a bit of confusion about badging, engines and power:-

520i M52 6 cylinder 150 HP 220 km/h 1996 - 2000
520i M54 6 cylinder 170 HP 226 km/h 2000 - 2003
523i M52 6 cylinder 170 HP 228 km/h 1995 - 2000
525i M54 6 cylinder 192 HP 238 km/h 2000 - 2003
528i M52 6 cylinder 193 HP 236 km/h 1995 - 2000

S and T reg cars came 9th in 2001 Top Gear / JD Power Customer Satisfaction Survey. Improved unlimited mileage two year full manufacturer warranty followed by one year full dealer warranty from November 2001, making total three year unlimited mileage warranty. BMW, Toyota and Ford jointly suffered the fewest breakdowns attended by German ADAC during 2001. 5th Top in 144 car 2002 JD Power / What Car? Customer Satisfaction Survey of V and W reg cars so seems to be improving. BMW had sixth lowest average cost in warranty claims for cars up to 10 years old in 2002 Warranty Direct index. 10th = overall in 2003 What Car? J.D. Power Customer Satisfaction Survey. Came 6th from top in 2005 JD Power/What Car Survey of 23,000 cars reg Sep 2002 to Aug 2003 with satisfaction score of 84.3%.For more info on E39 M5 link to Sportscar Guides www.sportscarguides.com

BMWs generally had below average warranty repair costs in 2003 Warranty Direct Reliability index (index 81.41 v/s lowest 31.93). Link:- www.reliabilityindex.co.uk 2001 - 2003 models rated average for breakdowns, problems and faults in 2003 Which survey. 23rd from top car out of 137 in 2003 Top Gear survey. 8th top model in 2004 JD Power Customer Satisfaction Survey. 98% of cars up to 2 years old breakdown-free over previous 12 months in 2004 Which? survey.

For more info on M5 link to www.sportscarguides.co.uk

Last updated 18-6-2007

What's Bad

Have been quibbles about build quality and paint. Dodgy door seals. Electrical niggles reported, including faults with ventilation and airconditining system, airbags, park distance control. Engine gasket leaks. Wipers set for LHD. Old 2.5 litre diesel not significantly more economical than petrol, so best avoided. V8s not worth the extra. 2.8iSE and newer 3.0iSE is as far as you need to go. Franchised dealers know how to charge. Problem with combined navigation and telephone system of facelift E39 from Y2k. Excess rear tyre wear can cause Steptronic autoboxes to stick in a lower gear after ascending an incline. Uneven rear tyre wear itself and clonks from the rear can be caused by worn rear suspension bushes. Reports of repeated thermostat problems blowing radiators on older E39s. Flat spots of and lack of power or M47 and M57 diesels due to a known problem with the wire mesh air mass sensor. When replaced, must reprogramme ECU to match new meter. Lack of power also caused by cracked inlet manifolds. Misfires of M47/M57 caused by failed injectors. Turbo trouble with early 530s caused by ECU programme allowing higher boost than safe for turbo. Cured by replacing turbo, reprogramming ECU and thoroughly cleaning turbo inlet manifold and pipework because a blockage can cause the engine to run on its sump oil and self-destruct. If M54 engine management light comes on could be faulty throttle housing plug on later cars (requiring new engine wiring loom) or split crankcase breather hose or split diaphragm in cyclone separator on earlier cars. Coolant loss and overheating of M62 engine could be due to failed water pump, failed valley gasket under inlet manifold or cracked/porous block. 17" wheels easily damaged on inner rim. Only 89% breakdown free in 2003 Which survey. 1995-1997 petrol rates average for breakdowns and faults, poor for problems; 1998-2000 petrol rated average for breakdowns and problems, poor for faults in 2003 Which survey. Replaced by E60 October 2003, but E39 Touring continued for 9 months. Brake pipe corrosion in area over fuel tank becoming common. Older cars plagued by electrical problems: failing lcds, etc.


M5s come with no emergency wheel, but 17" space savers for 3-Series can be modified to fit.



This applies to Renault 1.5DCI engines, but may explain why the diesel turbochargers fail: The EGR valve should open to allow carbon dioxide (which acts as a cooling gas) into the combustion chambers when the engine is under load (>30% boost). This allows the combustion chamber temperature to drop and thus the temperature of the exhaust gases. If it sticks in the closed position the exhaust gas temperature will rise causing a) the turbo bearings to fail and b) engine oil into the induction system. This can cause the engine to run on its crankcase oil until it is either stalled or goes bang. Problems with EGR valves are often the cause of rough running when the valve is stuck in the open position as well. In several cases turbos have blown but the EGR valve has not been replaced. Inevitably the new turbo unit will not last long.

What to Watch Out For

See above. Build date from 2001 shown on engine compartment label on top of front nearside wheelarch. Repaired accident damage. Excessively high franchised dealer prices for over-specified cars. M52 520i six 523i six, 528i six to September 1998 may suffer premature bore wear due to high amounts of sulphur in some UK petrol. Solved by replacement block with steel-lined bores on sixes. Production from September 1998 fitted with 'EU3' steel-lined bores. (No such problems with newer 525i and 530i six cylinder engines, and no problems with M62 V8s in the E39) Check took kit is all there. Service light indicator can easily be re-set, so a paid invoice is the only guarantee of a recent service. If buying a 6 clinder car, particularly a 523i, from a dealer insist on a new MOT because the emissions test will show up potentially expensive catalytic converter failure.

General Warning about Automatic Transmissions: Many BMWs have "sealed for life" automatic transmissions. Regardless of whether you have a full BMW service history, the dealer will never change the auto fluid. Many of these boxes are failing around the 120-150k mark - often well outside of warranty and to a cost of £3.5k plus VAT. A good independent or automatic transmission specialist can and will change the fluid for you (and any good BMW independents will recommend this anyway). This is
commonplace in the US and means the 'box should last the life of the car rather than being the cause of it being written off. General advice is ensure the fluid is flushed out every 60k or more preferably at each Inspection II.

Recalls

15/12/1999: (E39 built Sept/Oct 1999): brake light switch may fail leading to brake lights flickering or failing and switch overheating. New switches to be fitted. 9/11/2001: Cars built 28/9/2001 to 24/10/2001 with Continental tyres may have cuts in the tyres which can lead to blowouts. 16/11/2001: 5-Series diesels and V8s built 11/11/2000 - 30/9/2001 recalled because fault with radiator fan motor could lead electrics to overload, fan motor to fail and a small electrical fire to result. w/e 23/2/2002: recall in Germany for all models fitted with Conti Eco Contact and Sport Contact 205/55 R16 and 225/55 R16 tyres due to a pressure problem. 22-2-02 Bearing in front strut top mountings may be displaced if car is jacked up. 2023 cars affected. 1-11-3003: on 8,183 cars microprocessor in airbag control unit could develop a fault leading to airbag going off when ignition key is turned. Replace with re-coded unit.

Johnny,

Check this out too.

http://www.bavarian-board.co.uk/forum_posts.asp?TID=34961&am p;PN=10

Mick

Johnny Chainsaw wrote: So assuming it IS a turbo fault that is quite well known what are the chances of BMW sorting this out in a 'goodwill' type of gesture considering the low milage of the engine? I have a feeling the age of the car may be an inhibiting factor....

Unlikely but worth a go. Low milage 530d.. where has it been hiding?

I bought a 4 year old 525i with 12K on it.

Mick

.....and that is why I won't buy an E39 diesel.

The clue is in the name of the fuel DIEsel

Just too risky for my wallet I'm afraid.

Horror stories on here about running at full throttle using sump oil as fuel.  Knackered injectors at £300 each to replace and BMW can't tell which one is not working apparently so they start at cyl #1 and work to cyl #6 on a replace until fault disappears.  Might be lucky and spend £300 or £1,800!

If turbo goes it will take the cat(s) with it and replacement costs makes your eyes water for weeks.

They do however drive really well, loads of shove in back stuff when burying the throttle in 2nd gear once the turbo kicks in.

I have driven 2 530d's one a Sport an t'other an SE.  Both 02 02 plates, one had 25k and one had 85k and they both sounded exactly the same and drove the same (except the 25k one which had horrible 'no feel' servotronic steering, yuk!) but I couldn't help thinking they sounded like both my parents diesel Mondeos!

For me the saving in economy isn't worth it to offset higher servicing costs.

Sorry, Petrol for me.  Just my 2p worth.

Andrew