Bmw x5 e53 2000 2006

BMW X5 E53 1st Generation 2000-2006 Review

After launching with a single V8 engine in 2000, the first-generation BMW X5 range expanded to include an inline six and a higher-output V8 model over the next two years, but then remained largely as is from 2002 until its facelift for the 2004 model year. A number of changes were made during the facelift, with an updated exterior, slight interior enhancements, and mechanical improvements.

CarBuzz

The first-gen BMW X5 facelift presents a continuation of the pre-facelift model’s styling theme, but changes were made to the headlights, hood, bumper, and the trademark BMW double-kidney grille to bring it closer to the appearance of its stablemates.

The headlights are perhaps the most obvious change. While the lower headlight recesses in the facia (first seen on the E46 Series) are still present, the facelift changes the lower headlight outlines to ovoid shapes instead of the older model’s straight lines. The new headlights appear slimmer as well, and their inner edges lie at a flatter angle and don’t run parallel to the grille’s outer edges anymore. Closer inspection will also reveal BMW’s corona-ring DRLs around the individual low- and high-beam elements 1 .

The grille is larger and reshaped to be more pronounced where its upper edges meet the bonnet bulge 2 , and the chromed outer frames are slimmer as well. Inside their frames, the facelift model’s grille features chunkier vertical slats finished in light gray, with or without chrome accent strips, depending on the model or selected options 3 .

Looking lower down, the facelift E53 bumper retains its big black underbite, but the air-intake slots it contains are now larger and most of the creases in the lower bumper section are smoothed out. The foglights are still round, but the facelifted model has elongated, sculpted surrounds in place of the pre-facelift X5’s simple round mountings 4 .

CarBuzz

In contrast to the front-end view, there are very few changes applied to the rear-end styling of the E53 BMW X5, to the point where it would take really close scrutiny to spot any differences. The exceptions are the BMW emblem’s mounting, which is changed from black plastic to a chromed surround 1 , and new crystal-look taillight lenses, albeit with the same lighting layout 2 . The bumper and sheet metal are unchanged, as is the black lower trim panel, which has either one or two exhaust outlet tips on each side, depending on the model.

CarBuzz

Apart from the slightly redesigned side markers that form part of the E53 BMW X5’s front-end facelift 1 , the clear taillight lenses 2 and restyled alloy wheels 3 , the pre- and post-facelift BMW X5s are identical in appearance when viewed from the side. Badging and side-indicator repeaters are unchanged, as are the body cladding on the rocker panels and over the wheel arches.

CarBuzz

The 1st gen BMW X5’s interior was left largely unchanged during its facelift, but some variants with a three-spoke steering wheel received a restyled wheel with a thicker lower spoke 1 . On vehicles fitted with the optional navigation system, the screen size increased and the display resolution improved 2 . This needs a keen eye to spot, though, as the two systems look very similar.

Engine, Transmission and Drivetrain

First arriving in North America with a single 4.4-liter V8 engine mated exclusively to a five-speed automatic transmission, the US-market X5 received a 3.0-liter inline-six with a choice between a five-speed manual or five-speed automatic transmission for the 2001 model year. A higher-output V8, also featuring the five-speed automatic, followed in 2002.

This engine range remained unchanged for 2003, but the 2004 facelift saw the introduction of a new six-speed manual for the six-cylinder, as well as uprated V8 engines sending their power into a new six-speed automatic transmission. All BMW E53 X5 variants featured full-time all-wheel drive, but this system was also redesigned to coincide with the 2004 facelift.

As part of the third-generation of BMW DOHC six-cylinders, the M54 engine’s ancestry stretches back to the early 1990s, albeit with significant technical enhancements applied by the time the E53 X5 came around. In this form, the M54 employs an aluminum block and cylinder head but with cast-in iron cylinder liners to eliminate the premature bore wear problem inherent in many of its M52-labeled predecessors.

This engine dates from the time before BMW started fitting turbochargers to their gas-fueled engines, and its specifications are quite old-fashioned in comparison to its successors. There’s no direct fuel injection, the variable-length intake manifold has only two modes, and it predates BMW’s Valvetronic (variable valve lift) technology by a few years as well.

Technical highlights of this engine include Vanos (variable valve timing) on both intake and exhaust camshafts, and electronic throttle control, but that’s about it. In the modern context, extracting 225 hp from a 3.0-liter engine isn’t really spectacular, but the torque is spread widely across the rev range, and, in typical BMW six-cylinder fashion, it’s an extremely smooth-running engine with a nice soundtrack.

The M54B30 arrived in the X5 line-up for 2001 and remained the entry-level power unit until the E53’s production run ended in 2006. Early examples featured a choice between two five-speed transmissions in manual or automatic flavors, but the manual option was upgraded to a six-speed unit with the 2004 facelift.

As used in the E53 BMW X5, the M62TUB44 engine features an aluminum block and cylinder heads, but avoids the premature bore-wear concerns of earlier M62 engines by switching from a Nicasil coating for the cylinder liners to silicon-impregnated aluminum construction, which has since proved to be much more durable than its predecessors.

By the time the E53 X5 arrived, the V8’s cylinder heads were upgraded with Vanos on their intake cams, broadening the torque curve and raising the peak torque output as well. Further revisions for the 2003 model year boosted power to 290 hp, although the torque output remained unchanged at 324 lb-ft.

The M62TUB44 was only available with a five-speed automatic transmission in the E53 X5, with no manual option on the cards.

For its 2004 facelift, the mid-level BMW E53 X5 received a new all-aluminum V8 engine, which introduced a host of new features to BMW’s mainstream V8 power unit. Vanos was fitted to the exhaust cams, in addition to the previous intake-only setup, BMW’s variable valve lift system (Valvetronic) was fitted to the cylinder heads, and the intake manifold was of a continuously variable design — all intended to stretch the torque curve wider than the old M62 could manage.

Along with the new V8 engine, the 2004 facelift also introduced a new six-speed automatic transmission, further improving fuel efficiency and enhancing performance due to its wider ratio spread. The AWD system was also upgraded to a new-generation xDrive system, which could instantly send up to 100% of the available torque to either the front or rear axle.

This is the mainstream hot-rod version of the M62 engine. Think of it as a midpoint between the normal 4.4-liter V8 and the higher-revving (and much more powerful) 5.0-liter V8 as used in the E39 BMW M5. Modifications compared to the 4.4-liter include a longer stroke, increased valve lift, stronger valve springs, lower internal friction due to redesigned pistons and rings, and all-metal Vanos components.

The 4.6is model was only available for the 2002 and 2003 model years before being superseded by an enlarged version of the next-generation N62 engine, which arrived with the 2004 facelift. Of all the pre-facelift X5s, this is certainly the one to have if you can find one in good condition.

Taking up the mantle as performance leader in the BMW E53 range, the X5 4.8is replaced the M62-derived 4.6-liter engine at the top of the X5 hierarchy. This was long before the era of the twin-turbo X5M, but the N62B48 was quite a stormer in its own right when it appeared.

Similar technical changes applied to the N62B48 engine as compared to the M62TUB46, although this engine was used in a much wider array of BMW products, rather than being confined to only the X5. It was also slightly less bespoke than the old 4.6is engine, but nonetheless added a handy 15 hp and 10 lb-ft to its predecessor’s outputs. And, like the new 4.4-liter engine, the new 4.8-liter also benefited from a new six-speed automatic transmission.

2000-2006 1st Gen BMW X5 E53 MPG

EPA mpg (city/highway/combined)	Real-world combined mpg*
3.0i Inline-six five-speed manual AWD (2001-2003)	14/19/16	20.1
3.0i Inline-six five-speed automatic AWD (2004-2006)	14/19/16	16.9-18.6
3.0i Inline-six six-speed manual AWD (2004-2006)	13/20/16	N/A
4.4i V8 five-speed automatic AWD (2000-2002)	12/16/14	15.2-22.3
4.4i V8 five-speed automatic AWD (2003)	13/17/14	N/A
4.4i V8 six-speed automatic AWD (2004-2006)	14/20/16	17
4.6is five-speed automatic AWD (2002-2003)	12/16/14	N/A
4.8is six-speed automatic AWD (2004-2006)	14/20/16	16.7

* Real-world mpg and MPGe figures are provided by the EPA. Once a car has been on sale for a significant period of time, the EPA gets real-world figures directly from the customer base. These figures are then provided on the EPA website. Real-world figures are not available for certain models due to a lack of sales, or not enough people partaking in this after-sales survey.

Safety

BMW equipped the E53 X5 with all the latest safety features of its era, with the standard fitment of stability and traction control, speed-proportional power steering, four-wheel disc brakes (ventilated in front) with ABS and electronic brake-force distribution, six airbags (dual frontal airbags, two front side-impact airbags, and two side-curtain airbags) with seatbelt pretensioners in front, child seat anchors, five head restraints, adaptive brake lights, halogen projector headlights, and front foglights all included in the basic specification.

Xenon headlights were optional, at first for only the low-beam lights, but bi-xenon lights were added to the 3.0-liter’s options list and became standard on V8 models with the 2004 facelift. The airbag count could be boosted to eight by ticking the rear side-airbag option box, and front and rear parking sensors could be specified as well, before becoming standard on V8 models in 2005.

When the NHTSA evaluated the BMW E53 X5 in 2006, it scored five stars for both front occupants’ protection in a frontal collision, received four stars for front-occupant safety and five stars for rear-occupant protection in a side collision, and three stars for rollover resistance. Bear in mind that these test results cannot be directly compared to those conducted after 2011 because the newer test protocol was a lot more severe.

US NHTSA Crash Test Result (2006)

1st Gen BMW X5 E53 Trims

In customary BMW fashion, the trim levels are roughly aligned with the engine choice, with more standard features getting added as one moves up in the X5 hierarchy. However, many of the higher-end models’ features could be ordered as options for lower-level models, and some of these features became standard after a few years anyway.

To the already comprehensive list on offer in the X5 3.0i, the 4.4i adds leather seat upholstery, a six-way power-adjustable front passenger seat with height adjustment, three-zone electronic climate control, wood trim on the dash, center console, and doors, and 18-inch alloy wheels. Self-leveling xenon headlights became standard with the 2004 facelift.

At the entry point to the E53 X5 range, the 3.0i has most of the standard features you’d expect from a vehicle in this price- and size class. Included in the basic specification is halogen headlights, 17-inch alloy wheels, manual tilt-and-telescoping steering-wheel adjustment, an AM/FM CD-compatible audio system with ten speakers, a trip computer with external temperature display, cruise control, audio and cruise controls on the leather-trimmed steering wheel, eight-way power adjustment (including height adjustment) for the driver’s seat, a split-folding rear seatback, single-zone air-conditioning with interior air filtration and rear ventilation ducts, one-touch power windows all round, remote keyless door locks, heated and powered exterior mirrors, a remote trunk release, a universal garage-door opener, dual illuminated vanity mirrors, and front and rear reading lights.

The sportiest pre-facelift E53 X5 adds 20-inch alloy wheels, sport suspension, uprated brakes, partially body-color bumpers, and self-leveling xenon headlights to the basic X5 4.4i specifications. It also upgrades its interior with exclusive colors and materials, heated front sport seats, a 12-speaker audio system with two subwoofers and a CD changer in the glove compartment, a self-dimming interior rear-view mirror, and a three-spoke steering wheel.

The facelifted E53’s range-topping model essentially mirrors the 4.6is in terms of standard equipment, but its interior is trimmed in leather and suede, and some more comfort features are added, such as automatic headlights and a heated steering wheel. Air suspension on both axles is also standard on the 4.8is, and its default ride height is set lower than other models for sportier handling.

Available option packs include the Premium Package, which adds a powered two-way moonroof and power-adjustable rear seatbacks, the Sport Package, which adds sport suspension, different 18-inch alloy wheels, blacked-out exterior trim and grille detailing in a titanium color, and a three-spoke steering wheel. The Rear Climate package adds rear climate control (to the 3.0i), rear privacy glass and rear door sun blinds, and the Cold Weather package includes heated front seats, and high-pressure headlight washers. Various standalone options were also available, and the option packs were adapted as some features became standard equipment during the E53 production run.

First Generation X5 Features

4.4i	3.0i	4.6is	4.8is
A/C	N/A	O	N/A	N/A
Climate Control	N/A	O	N/A	N/A
Heated Front Seat(s)	O	O	N/A	N/A
Heated Rear Seat(s)	O	O	N/A	N/A
Heated Steering Wheel	O	O	N/A	O
MP3 Player	O	O	S	N/A
Navigation System	O	O	O	O
Power Driver Seat	O	N/A	S	N/A
Power Passenger Seat	O	O	S	N/A
Premium Sound System	O	O	N/A	N/A
Rear A/C	N/A	O	N/A	N/A
Rear Parking Aid	O	O	N/A	N/A
Rear Side Air Bag	O	O	O	O
Seat Memory	O	O	N/A	N/A
Sun/Moonroof	O	O	N/A	N/A
Telematics	O	O	N/A	N/A

Interior, Trim And Practicality

BMW

The BMW E53 X5’s cabin is very similar to that of the E39 5 Series, which was exactly as BMW intended all along. The design is pleasant to behold, and the switchgear is intuitive, and BMW’s iDrive user interface is fortunately nowhere to be seen — that particular annoyance only appeared on the next-generation (E70) X5.

In terms of cabin space, the E53 is roughly on par with its competitors, with front headroom of 39.9 inches beating that of the contemporary Mercedes-Benz ML-Class by a mere fraction of an inch. Front legroom of 39.3 inches is down a whole inch on that in the Mercedes, though, and front shoulder room of 58 inches is 0.2 inches smaller than the ML-Class offers.

Rear-seat occupants will be happier in the Mercedes, however, because it offers more than an inch of extra rear headroom, 2.6 inches more rear legroom, and half an inch more rear shoulder room. That doesn’t mean that the X5 is cramped, but it does have less rear-seat space than its main competitor offered at the time.

4.4i	3.0i	4.6is	4.8is
Bucket Seats	O	O	N/A	N/A
Cloth Seats	N/A	O	N/A	N/A
Leather Seats	N/A	O	N/A	N/A
Premium Synthetic Seats	N/A	O	N/A	N/A
Vinyl Seats	N/A	O	N/A	N/A
Woodgrain Interior Trim	O	O	S	S
Leather Seat Trim	N/A	O	N/A	N/A
Dakota Leather Seat Trim	S	O	N/A	N/A
Montana Leather Seat Trim	N/A	O	N/A	N/A
Leatherette Seat Trim	N/A	S	N/A	N/A
Alcantara Leather Seat Trim	N/A	N/A	S	S
Nappa Leather Seat Trim	N/A	N/A	S	S

2000-2006 BMW X5 1st Generation Maintenance and Cost

Keeping any BMW in good order requires religious adherence to its maintenance requirements, and the BMW E53 X5 is no exception to this rule. These are complex machines with a very low tolerance for neglect, so be sure to keep up with these basic maintenance needs.

Engine oil and the oil filter should be the most frequently replaced items because a steady supply of fresh full-synthetic oil and clean filters will keep the lubrication system clean, and working as it should. And, while BMW’s service interval indicator is supposed to show you when it needs fresh oil, we’d still ignore it completely and replace the engine oil and its filter every 5,000 miles, regardless.

The engine’s air filter should be replaced every 60,000 miles, according to the schedule, and cabin air filters require replacement at 30,000 miles, but we suggest halving those intervals if your vehicle operates in dusty conditions. Spark plugs are due for replacement every 50,000 miles, which is fair for a coil-on-plug ignition system.

At 60,000 miles, the driveline will need its fluids changed. This includes the AWD system’s fluids (front and rear differentials and the transfer case), and, on a BMW X5 with an automatic transmission, we’d strongly recommend changing the transmission fluid and its filter every 60,000 miles as well, to avoid longer-term 2000-2006 BMW X5 E53 automatic transmission problems. The manual transmissions are sealed for life, and generally don’t need any attention apart from an occasional clutch replacement, but if you want to be extra cautious, replace the manual gearbox’s oil every 100,000 miles.

Coolant and brake fluid need replacement every two years, regardless of the mileage covered, and the power-steering fluid needs to be replaced every 60,000 miles. Inspect the power-steering hoses and serpentine drive belt with every second engine oil change (every 10,000 miles) for signs of developing leaks or wear, as these rubber components can perish over time, and it’s better to catch these issues before they develop into a serious problem.

1st Gen BMW X5 E53 Basic Service

A six-cylinder BMW X5 needs 7.9 quarts of full-synthetic 5W-40 motor oil, and replacing this yourself will cost between $120 and $160, depending on the oil and filter you choose. Note that an OEM oil filter can actually be less expensive than an aftermarket item. We recommend the genuine item.

V8 models take 8.5 quarts of full-synthetic 5W-40 motor oil, which will cost between $130 and $160 to replace, including a new oil filter. Once again, an OEM filter is often more affordable than an aftermarket filter. Having a private workshop perform the oil service will cost between $140 and $170 for either engine.

The six-cylinder and V8 X5s use the same spark plugs, and they retail for about $17 each at the dealership. This means that a spark plug replacement on an X5 3.0i will cost around $110 if you were to do it yourself or between $300 and $350 if you were to have a private workshop replace them for you. Replacing a set of spark plugs for an X5 V8 will cost around $140 if you were to do it yourself, or between $500 and $700 at a private workshop — a hefty bill.

An OEM engine air filter for an X5 3.0i should cost between $30 and $45, and the same item for any X5 with a V8 engine will set you back between $35 and $50, depending on the dealership you’ll be dealing with. Cabin air filters are no longer available from dealerships, but aftermarket items retail at between $25 and $40. Having a private workshop replace both these filters will cost between $180 and $220 for both six- and eight-cylinder X5s.

First Gen BMW X5 E53 Tires

Front Tire Size: P255/55R18 Front Wheel Size: 18″ x 8.5″ Rear Tire Size: 225/55R18 Rear Wheel Size: 18″ x 8.5″ Spare Tire: P235/65R17

Front Tire Size: P275/40R20 Front Wheel Size: 20.0″ x 9.5″ Rear Tire Size: P315/35R20 Rear Wheel Size: 20.0″ x 10.5″ Spare Tire: 155/90D19

Front Tire Size: P275/40R20 Front Wheel Size: 20″ x 9.5″ Rear Tire Size: P315/35R20 Rear Wheel Size: 20″ x 10.5″ Spare Tire: T155/90D19

Check Before You Buy

There were a rather large number of 2000-2006 BMW X5 recalls over the years, covering a wide array of possible issues:

• The gear-position indicator switch on 2000-2001 BMW X5s may malfunction, putting the transmission into limp-home mode and severely restricting performance.
• There were various brake-related recalls:
  • There was a brake line recall for the 2000 model year BMW X5, involving the possibility of brake lines chafing through their protective coatings against a metal bracket, leaving them vulnerable to corrosion and eventually leading to possible brake failure.
  • A further brake line recall for 2000-2002 BMW X5s also concerns braking performance, because a brake line could slip out of its mounting bracket and chafe through against the tire.
  • 2000-2001 BMW X5s had another braking-system recall, this time due to brake-pedal arms dislocating from their shafts, again leading to inoperable brakes.
  • Also related to the brake pedal is a recall for 2001 BMW X5s, where the self-locking nuts connecting the brake-pedal assembly to the brake booster could be installed incorrectly or cross-threaded, leading to reduced braking performance and higher pedal effort when braking.
  • There was quite a large number of airbag-related recalls for the 2000-2006 BMW X5, where various airbag inflators could rupture during deployment, either causing incorrect airbag operation and/or sending metal fragments into the car’s interior.
  • BMW X5s from the 2002 model year were also recalled for the cable which links the front seatbelt pretensioner to the safety belt buckle could be out of specification, which will inhibit proper operation in the event of a frontal collision.
  • Some 2006 BMW X5s were recalled for defective front passenger occupancy sensors, which will disable the passenger airbags in the event of a collision.

  When scanning the on-board diagnostics of a 2000-2006 BMW E53 X5, the following error codes may be listed:

  • P0030, P0036, P0037, P0135 and P0141 indicate that an upstream (pre-catalyst) oxygen sensor’s heating element has either an open circuit in its wiring, or is broken inside. P0134, P1149 and P3042 indicate an implausible signal in an upstream oxygen sensor, P0144 indicates too high an output voltage in an upstream sensor, P0154 means that there’s no response from an upstream sensor, and P0155 shows a faulty electrical circuit to the upstream sensor. P0159, P1087 or P1089 indicate that a downstream (post-catalyst) oxygen sensor is too slow to respond, likely due to a malfunctioning catalytic converter, and P0161, P0167 and P1170 show a malfunction in a downstream sensor’s heater circuit. The P0171, P0174, P1083, P1085, P1092, P1159, P1161, P1175 and P2096 error codes mean that the engine is running too lean. P0172, P0175, P1083, P1162 and P1191 indicate an over-rich air-fuel mixture. P0430 is an indication that the catalyst system’s efficiency is lower than the control unit can allow.
  • Error code P0102 means that the air mass meter’s output signal is too low, and P0111 indicates that the intake air temperature signal is outside acceptable parameters.
  • If the accelerator pedal position sensor’s output signal is outside parameters, a P0120 error code will be triggered. P0123, P0125, P0220, P0221, P1515, P1632, P1633, P1636, P1368, P1369 and P1890 show a problem with the electronically actuated throttle’s position signal.
  • P1891 means that the alternator is overcharging, or that the main 12V power line from the battery is defective.
  • P0261 indicates a low voltage on cylinder one’s fuel injector circuit (open circuit), and P0274 shows a high voltage on cylinder five’s injector’s electrical circuit (short circuit).
  • If the engine is misfiring due to a detected low fuel level, P0313 will appear during a diagnostic scan. If the scan shows P0363, it means that the engine disabled the fuel delivery on a misfiring cylinder.
  • A problem with a knock sensor circuit will present the P0325, P1325, P1327, P1132, or P1385 error codes.
  • An intermittent circuit fault with the crankshaft-position sensor will result in the P0339 or P1727 error codes, while a camshaft-position sensor circuit fault will register as codes P0340, P0343, P0345, P0348, P0365, P0369, P0370, or P0393.
  • Any flow rate problem with the exhaust-gas recirculation (EGR) system will trigger fault codes P0400, P0401, P0402, or P2400.
  • A problem with the secondary air injection system will be indicated by P0410, P0491, P0492, P1413, P1419 or P1434.
  • Malfunctions in the fuel tank’s evaporative emission (EVAP) control system will be indicated by error codes P0440, P0441 (the flow rate is incorrect), P0442 and P0456 (a small leak has been detected), P0443 and P0444 (both indicating an error in the control valve circuit), P0455 (a large leak has been detected), or P1440 (the control valve circuit is malfunctioning).
  • A problem in the fuel level sensor circuit will trigger the P0460 error code.
  • P0500 means that there’s a problem with the vehicle speed sensor input to the engine control unit.
  • A malfunction in the idle speed control system will trigger the P0505 error code.
  • If there’s a problem with the electrically heated thermostat’s control circuit, P0598 or P0599 will be triggered.
  • P0600 indicates a problem with the vehicle’s onboard serial communication system.
  • Transmission range selector problems will be indicated by error codes P0705 or P0709.
  • Problems with the transmission input speed sensor circuit will result in error code P0715, and P0732 and P0735 indicate implausible gear ratio selections. P0740 indicates that the torque-converter clutch (TCC) circuit has a problem, P0942 means that there’s a problem with the hydraulic pressure unit in the transmission, and P0976 indicates a problem with a shift control solenoid circuit of solenoid B in the transmission. Error code P1747 indicates a fault with the automatic transmission’s line pressure sensor.

  BMW X5 E53 Common Problems

  This is a very common problem among all BMWs of this era and is also a leading cause of 2000-2006 BMW X5 engine problems. These oil leaks usually originate from the valve covers and their gaskets, and from oil-filter housings and their gaskets, and both six-cylinder and V8 engines of all generations are prone to developing these oil leaks. Because the various gaskets are made of rubber, they degenerate due to prolonged exposure to engine heat and oil, causing them to harden and become brittle, allowing engine oil to seep past the gasket surfaces. This problem is compounded by the fact that the valve covers and oil-filter housings are made of plastic, which also degenerates with age, due to heat, vibration, and exposure to engine oil, rendering them vulnerable to cracking when disturbed.

  When the rubber gaskets start leaking, often as early as 30,000 miles, the mere act of removing the valve covers or oil filter housings is often enough to put undue strain on the plastic components, causing them to crack and develop new oil leaks of their own. And, even if the plastic parts don’t crack when removing or refitting them, they will often crack before the next gasket replacement comes due. For this reason, it’s best to replace the plastic components at the same time as their gaskets.

  Oil leaks can be especially dangerous on these engines because the leaking oil will contaminate their rubber serpentine drive belts, causing them to fail and possibly damaging other components near them, such as coolant hoses and pressure lines for the power steering and air conditioning systems. Oil dripping on the exhaust manifolds or catalytic converters could also ignite and cause an engine bay fire.

  In addition, the N62 V8 engine has demonstrated the possibility of a broken drive belt slipping past the main crankshaft oil seal before lodging between the timing chain and its sprockets, causing the engine timing to go out and leading to internal engine damage.

  Mileage: Rubber gasket leaks can appear as early as 30,000 miles, and oil-filter housing and valve covers may crack and start leaking around 60,000 miles.

  Cost: The six-cylinder engine’s OEM valve cover costs about $420 and its gasket will cost around $50, and labor to fit it could run between $200 and $300, depending on the labor rate of the workshop. V8 valve covers and their gaskets will cost $300 and $30 per cylinder bank, respectively, with between $300 and $400 to fit them. OEM oil-filter housings for six-cylinder and V8 engines both cost approximately $280, and they’ll both run up labor bills between $200 and $300 to fit.

  How to spot: Puddles of oil under the engine of a stationary car, oil leak trails down the front and/or side of the engine, the smell of burning oil coming from the engine compartment.

  Extensive use of plastic components is the leading cause of problems in the cooling system on both six-cylinder and V8 engines as well. Critical components like the expansion tank, coolant-pump impeller, thermostat housing, and various connecting fittings are all made of plastic, and are the root cause of most 2000-2006 BMW X5 coolant leak and overheating problems.

  As with the lubrication system, the plastic cooling system components have a finite life in the face of heat and vibration, and they will become brittle, crack, and start leaking. Left unchecked, such failures could eventually lead to overheating, to which neither the inline-six nor the V8 will take kindly, with the possibility of extensive engine damage becoming a real hazard.

  The use of plastic isn’t confined to the engine bay, either, with various heat exchangers in the air-conditioning systems also being prone to failure, often in inaccessible areas such as behind the dashboard or underneath the center console.

  Mileage: Smaller plastic fittings could fail as early as 30,000 miles, the coolant pump impeller could separate from its shaft before 50,000 miles, and a radiator could give up by 60,000 miles.

  Cost: Expect prices to run from a few dollars for a minor plastic fitting to hundreds of dollars for a radiator or interior heat exchanger.

  How to spot: Traces of coolant leaks near cooling system fittings, puddles of coolant underneath the engine, the smell of antifreeze emanating from the air-conditioning system, an overheating engine. Look for the P0128 or P1112 error codes for an indication of a malfunctioning thermostat.

  This is another modern-BMW ailment and applies to both six- and eight-cylinder engines. The usual failure mode is in the actuating solenoid, which tends to get stuck after experiencing some wear. Not adhering to a strict oil-change schedule will exacerbate the problem, and will most likely hasten the demise of an engine’s Vanos solenoids.

  Mileage: Even well-maintained engines may present Vanos problems from 60,000 miles, and neglected engines will do so much sooner.

  Cost: Vanos solenoids cost between $180 and $210, and need a good few hours of labor to replace as well. Expect to pay between $400 and $700 for parts and labor, depending on the specific engine. If you’re capable of taking on the job yourself, replacement solenoids can be had from about $180 each.

  How to spot: Vanos failure will manifest as difficult starting, idle problems on any 2000-2006 BMW X5 with the issue, a lack of mid-range performance, increased fuel consumption, and a ticking noise from the front of the engine. When querying the engine control unit, the error codes P0011, P0014, P0015, P0021, P0024, P1028, P1055, P1056, P1070, P1071 or P1145 may appear in a scan.

  This problem is by no means exclusive to BMW engines, and is likely with any engine using a coil-on-plug ignition system. As ignition coils age, they can start leaking spark either from the coil itself, or from the short suppressor between the coil and spark plug, to the cylinder head, leading to misfires and poor performance. However, this is such a common issue that most owners now accept ignition coil replacement as part of the long-term maintenance regimen.

  Mileage: Ignition coils can fail as early as 50,000 miles, but many gently driven cars will run well past the 60,000-mile mark before needing replacement.

  Cost: Both the six-cylinder and V8 engine’s coils cost about $85 each, but it’s best to replace them as a complete set — if the first one fails, the others are sure to follow soon.

  How to spot: Difficulty starting, rough idling, poor performance and excessive fuel consumption. Scanning the on-board diagnostic system, a variety of error codes could appear, with P0300 indicating random or multiple misfires, and P030x indicating which cylinder is misfiring: P0301 means that the problem lies with cylinder one, P0302 means that cylinder two is the issue, P0308 indicates misfiring on cylinder number eight, and so on. P1340 and P1350 indicate multiple random misfires during start-up, while P134x and P135x again indicate the individual misfiring cylinders.

  This problem is not limited to BMW products, but it does pose a notable issue on the E53 BMW X5. The main culprits here are the front control-arm bushings and the rear subframe mountings, both of which are mounted through rubber bushings. These bushings isolate the cabin from road shocks and noise, but they do tend to wear out quite rapidly. Consequently, worn rubber bushings are responsible for most 2000-2006 BMW X5 suspension problems.

  Add the combination of the X5’s weight, road salt, and unforgiving road surfaces to the equation, and we end up with suspension and subframe-mounting bushes which need a surprising amount of attention. Left unattended, these worn rubber components will lead to erratic handling and all manner of unseemly knocking noises from the vehicle’s undercarriage.

  Mileage: Suspension and subframe-bushing wear on an E53 X5 can appear as early as 30,000 miles, and will definitely need some attention from 60,000 miles upwards.

  Cost: Complete front- and rear-suspension bushing kits cost upwards of $800 excluding fitment and wheel alignment, but it is possible to buy the needed suspension bushes separately. The rear subframe bushes retail for around $110 each, and it’s best to replace all four at the same time.

  How to spot: Erratic handling and steering responses, odd clunking noises when driving over uneven terrain, accelerated tire wear.

  Less Common Problems And Problem-Free Areas

  2000-2006 BMW X5 air conditioning problems are fairly rare, but when they occur, they tend to be real head-scratchers. Sources for these AC problems run all the way from a defective compressor clutch through a malfunctioning pressure sensor to a faulty climate control panel, and can be very tricky to diagnose correctly. In most cases, the problem lies with the compressor itself, or at the auxiliary cooling fan mounted on the air-con condenser in front of the engine radiator.

  Depending on the car’s specifications, an E53 X5 may be equipped with air suspension, either at the rear for self-leveling purposes, or on all four wheels to facilitate adjustable ride height. Unfortunately, air suspension systems generally prove temperamental as they age, so there are a number of 2000-2006 BMW X5 air suspension problems to note. These issues usually relate to defective airbags in the suspension system or an underperforming air compressor, but can point to a problem with the suspension-mounted height sensors and their calibration as well. This system is very tricky to calibrate properly, and not all dealerships are actually capable of diagnosing problems or calibrating it correctly, so always get a second opinion about the cause of an air-suspension problem to make the best-informed decision regarding possible repairs.

  With its heavy load of electronic and electrical gadgetry, it’s quite surprising very few owners report serious 2000-2006 BMW X5 battery, alternator, or electrical problems. In most cases, the alternator is the main culprit, simply because the carbon brushes inside it wear out with age, and most battery problems can be traced to current draws through one or more of the control units in the car. E53 BMW X5 starter problems are quite isolated and are usually only due to normal wear. If a 2000-2006 BMW has cold-start problems, it may be due to a poor earth connection, a degraded battery, or a faulty temperature sensor.

  2000-2006 BMW X5 injector problems are few and far between, and the fuel-injection system as a whole appears to be quite robust. BMW E53 X5 ignition switch problems appear with age, however, especially if the ignition key is bundled together on one holder with other keys. The best way to avoid this is to keep your car key and other keys separately so that the ignition barrel doesn’t have to support any excess weight.

  2001-2006 BMW X5 xenon headlight problems have been mentioned, and, if the bulb is in good order, usually relates to the ballast (xenon control unit) at the malfunctioning headlight. This need not be a super-expensive repair, though, as replacement OEM-standard ballasts are available and quite affordable on the aftermarket.

  Some owners reported 2000-2006 BMW X5 panoramic sunroof problems, where the opening pane either wouldn’t open or close properly, or leak inside the car after getting washed. In the former case, the problem likely lies with the sunroof’s operating mechanism, which is awash with plastic fittings that deteriorate with age. If the sunroof leaks, the drainage channels from the sunroof tray need to be cleaned out, before water damage can occur to the electronic components located nearby.

  One symptom of such a drain blockage around the sunroof involves the taillights, which have electrical connectors that are vulnerable to rust, and will lead to 2000-2006 BMW X5 taillight problems due to corrosion. Another possibility is that the navigation system (if fitted) could develop similar problems, due to its controller’s location in close proximity to the sunroof drain. This will cause 2000-2006 BMW X5 navigation screen problems — everything else will work, but the display will be blank.

  There are some 2000-2006 BMW X5 transfer case problems to mention, especially on pre-facelift X5 models, whose transfer cases and driveshafts often suffer from chain failures as well as too-short driveshaft splines, both of which will cause a loss of drive and grinding noises while driving. No 2000-2006 BMW X5 transfer case recall was issued, however.

  Very few owners reported any 2000-2006 BMW X5 door lock problems, although the need might occasionally arise to perform key programming. This will usually be after a battery replacement, but is an easy process that doesn’t require a visit to the dealership or any diagnostic equipment. Check out one of the many online videos dealing with this procedure.

  E53 BMW X5 door handle problems are also rare, and are often caused by a dislocated actuating lever in the door itself, but 2000-2006 BMW X5 liftgate or tailgate problems are not so rare, and are usually caused by a failed latch mechanism or electric latch release switch. This can, fortunately, be repaired from inside the car, if the liftgate cannot be persuaded to open at all.

  2000-2006 BMW X5 window problems are mentioned quite frequently, and usually have one or two causes. Either the window’s cable-operated mechanism derails or seizes, in which case the repair will involve a complete strip-down of the door, or one of the plastic mounting blocks which locate the window pane to the mechanism is broken, which is a much easier repair.

  Some owners report fuel- and/or temperature-gauge problems on their 2000-2006 BMW X5 vehicles. In some cases, replacing the temperature sensor solves the problem, but most cases are resolved by tightening (gently bending) the pins where the electrical harness connects to the gauge cluster with a fine-point screwdriver.

  Which One To Avoid

  Given the large number of recalls issued for early first-generation BMW X5s, specifically the 2000 and 2001 model years, as well as the unusual problems which led to so many recalls on 2004 model year X5s, we’d advise against any example from those years. The 3.0-liter engine is a sweet-driving unit, but it’s a bit overwhelmed by the hefty X5 body, so the ones we’d give the widest berths would be 2000, 2001, or 2004 X5s with the inline-six and the automatic transmission.

  Which One To Buy

  The absolute first prize would be if you can find a pre-facelift BMW X5 4.6is or facelifted 4.8is, because they are by far the nicest first-generation X5s to both drive and behold. Be wary of their air suspension systems, though, so ensure that the example you could get has a pristine dealership maintenance record (and ideally has had the air suspension overhauled), to minimize the chance of tears in the future.

  Back in the real world, a 2005 X5 4.4i will be adequate for most needs, has the most agreeable gearbox-and-engine combination of the mainstream X5 range, and, because it was quite popular, good availability should also ensure a solid value proposition. But, again, ensure that the maintenance schedule was followed religiously, and start building a good relationship with your nearest BMW specialist, because you’ll be seeing each other pretty often.

  1st Gen BMW X5 (E53) Verdict

  With most of a traditional BMW sedan’s dynamic prowess and the elevated seating position of an SUV, the first-generation BMW X5 was a trailblazer in the field of luxury on-road-biased SUVs. Its styling aged surprisingly well, and its cabin is still unencumbered by any iDrive interface, making the E53 BMW X5 the only one of its kind to offer the combination of old-school BMW driving dynamics, understandable ergonomics, and classic styling. Running one as a family car will very likely cost you a packet to maintain, but it’s still a very appealing on-road SUV in all other ways, even when viewed through a modern lens.

  Источник