The first "edition" of the BMW X3. Diesel BMW X3 with a manual transmission is an excellent crossover for Russia Photos of all generations of the BMW X3

22.05.2017

BMW X3 (BMW X3)- all-wheel drive premium crossover (SAV) with a modern design, a high level of handling, safety and dynamics. The onset of the financial crisis spoiled the plans of many car enthusiasts, those who were just recently going to buy new car, now can count on the same model, only with mileage and at the age of 2-4 years. Buying a used car is always a big risk, as there is no guarantee that the car won't break down tomorrow. Or maybe everything is not so scary, especially when it comes to good brand and decent model. Today we will try to evaluate all the risks of buying a car on secondary market on the example of the second generation BMW X3 with mileage.

A bit of history:

The concept "xActivity" (BMW X3) was first introduced in 2003 at the international auto show in Detroit. In the same year, the production version of the car was also presented, which was assigned the index "E83". This crossover has become the second "off-road" model of the Bavarian brand. The production of cars was established at an enterprise in Austria, the assembly of cars for most CIS markets was carried out by the Russian Avtotor plant. In 2006, the model underwent a restyling, during which the exterior and interior were slightly updated, and the engines were also subject to modernization.

The debut of the second generation of the car was scheduled for October 2010, the presentation was to take place at the international auto show in Paris. However, the management of the BMW concern decided to bring the new car to the market in early autumn, and introduced the new product in July 2010. The production of the car began on September 1, 2010 (in the CIS, sales started in November 2010). BMW X3 2011 model year outwardly, it is not much different from its predecessor, but the crossover has become somewhat larger and received an increase of 12 mm ground clearance, as well as a 15 mm larger wheelbase. In 2014, the model was restyled. In addition to external changes, the BMW X3 received a new generation 2.0-liter diesel engine.

Problem areas and disadvantages of the BMW X3 with mileage

The corrosion resistance of the body is quite high, there are no particularly rotting parts here, but, behold, the paint layer is thin. To date, few manufacturers can boast of high-quality body paintwork. But, the BMW XZ has surpassed many, in it, even from a small pebble, a chip can appear not only in paint, but also in cataphoretic soil. Therefore, when chips appear, they must be processed immediately. Not durable and Windshield, there have been cases where the sandblasting effect was noticeable on cars with a mileage of up to 40,000 km. You can also ruin the windshield with the help of rough or worn-out wiper blades (glass replacement will cost 150-300 USD). Optics, like most modern cars, plastic and soft and, if the car is used for long trips, clouding of the headlights is guaranteed. If you pay attention to this in time, the problem can be eliminated by polishing. To protect yourself from this problem in the future, it is enough to stick a protective film on the headlights.

Engines

BMW X3 has a fairly wide range of powertrains: gasoline - 2.0 (184, 225 and 245 hp), 3.0 (306 hp); diesel - 2.0 (120, 184 and 190 hp), 3.0 (250, 258 and 313 hp). For many years, motorists have been faced with the acute question of which engine to prefer, diesel or gasoline? If we talk specifically about this car, then in this case a diesel engine looks preferable, both in terms of efficiency and reliability.

Diesel

Diesel engines are generally reliable, but due to the long service interval for oil changes set by the manufacturer, in our reality, the chain fails prematurely. timing and tensioners. On 2.0 engines, the problem is aggravated by the fact that the chain is located on the side of the box, and this significantly increases the cost of repairs. For cars used in megacities, it is recommended to change the oil every 7-10 thousand km. These recommendations are due to the fact that when traveling over short distances particulate filter does not have time to complete the self-cleaning process. With frequent unsuccessful attempts to start self-generation, the filter does not have time to burn unburned fuel, the excess of which enters the oil and significantly reduces its quality.

If timely service is neglected, then serious problems can begin on a run of 70-100 thousand km: they fail oil pump(a hum appears with an increase in speed), chain tensioner ( extraneous noise at cold start and idling), turbocharger (dips during hard acceleration). Also, among the disadvantages of diesel power units can be attributed to the small resource of the belt pulley of mounted units and the EGR valve. With frequent refueling with low-quality fuel after 100,000 km of run, problems begin with fuel injectors and high-pressure fuel pumps.

Petrol

BMW X3 owners with gasoline in-line fours (20i and 28i) quite often experience premature wear of the oil pump drive (a howl appears with an increase in speed). If this defect is not noticed and eliminated in time, the turbine will slowly begin to die from oil starvation, also, it is observed increased consumption oils. If you neglect repairs for a long time, everything can end sadly (the engine will jam). The most successful among gasoline units is a 3.0 engine (258 or 306 hp), but due to the high transport tax, such instances are not common. On cars assembled in Russia, there is no gasket between the catalyst and the manifold. This leads to the penetration of processed gases into the cabin, which is not only unpleasant, but also harmful to health.

Transmission

BMW X3 is equipped with a six-speed mechanical box gears and an eight-band automatic transmission "Steptronic". Both boxes have established themselves as reliable and unpretentious units and rarely present unpleasant surprises. Even a clutch in mechanics, with careful operation, can last more than 150,000 km. And, here, the all-wheel drive system is not famous for its reliability and can surprise in the form of a “dead” transfer box. transfer case "kills" both untimely maintenance and a faulty servomotor - the so-called longitudinal moment module. The failure of the servomotor leads to the continuous operation of the “razdatka” itself and the “combustion” of the friction clutches.

If there are problems with the transfer case, jerks appear when accelerating, trying to turn the steering wheel and driving with the wheels completely turned out (many mistakenly think that the culprit of this behavior is a failed CV joint). Also, the disease may be accompanied by a hum from the transmission at a speed of 50-90 km / h. Most often, the problem manifests itself on a run of 80-100 thousand km, more than 2000 USD will be required to eliminate this ailment. To extend the service lines of the transmission and handouts, they need to change the oil every 40-60 thousand km.

Reliability of the BMW X3 chassis

The running BMW X3 is, in fact, an improved suspension from the BMW three-ruble note. At the front there is a multi-link with a double-articulated suspension strut, at the rear there is a five-link suspension HA5, which is adapted. In general, the suspension is quite reliable and, with careful operation, takes care of more than 100,000 km without problems. Among the shortcomings can be noted the high cost of suspension parts. So, for example, silent blocks and ball joints change assembled with levers (100-250 USD pcs.). BMW cars have always been famous for stiff suspension and the X3 is no exception. Therefore, if you are going to buy such a car, try to find an example not with the largest wheels and without low-profile rubber. Because: firstly, a car with such wheels will be even tougher, and secondly, the suspension wears out faster in such cars.

When inspecting the car, you should pay attention to: silent blocks of the suspension of the front levers, ball joints, stabilizer struts, play on the suspension arms, shock absorbers, silent blocks of the beam mounting. The main problem of this model is the fragility of the steering rack (mounted on a stretcher in front of the engine). In automotive circles, there is even such a joke “in whatever condition and with whatever mileage you buy a BMW X3, automatically prepare to replace the rack.” If the car breaks down steering rack, the costs will not be small, since even a used rail will cost at least 400 USD, you will have to pay much more for a new one.

Salon

The build quality and finishing materials of the BMW X3 interior, traditionally for German manufacturer, High Quality. And, here, there may be problems with electronics (malfunctions electronic systems), so many experts recommend not chasing rich equipment when choosing a used car. If the seller starts telling you that the car was mostly in the garage, do not rush to rejoice, as the BMW X3 does not like long downtime. In this mode of operation, the battery is quickly discharged, and when the charge is low, the electronics begin to fail. Also, failures in the electronics due to contamination of the contacts are possible. As for electrical equipment, the electric drive for opening / closing the trunk most often causes trouble - the guides of the lifting mechanisms fail (replacement 400-600 USD).

Outcome:

Despite the fact that this model, in a used version, is less problematic than its older brothers X5 and X6, it is difficult to call it hassle-free. BMW X3 is a special car that stands out from the line of the Bavarian brand, therefore, when choosing this car, you need to be extremely careful, because if you miss something, you can end up with a very expensive repair.

If you are the owner of this car model, please describe the problems that you had to face during the operation of the car. Perhaps it is your review that will help readers of our site when choosing a car.

Sincerely, editorial Autoavenue

The first Bavarian crossover SUV was the BMW X5, which went into mass production in 1999, and in 2003 a more compact one appeared. BMW X3. These cars are considered driver's cars - in the class of crossovers they are one of the most frisky.

Interestingly, the BMW concern classifies their crossovers - SAV (Sport Activity Vehicle), at that time crossovers were called SUVs, where U means utilitarian, and so crossovers from BMW are classified as active cars, with a sports, driving bias.

As for the X5, it cannot be called a reliable car for Russia. The X5 eventually has a lot of problems with the electrics, aluminum suspension and steering. But the X3 in Russia is considered one of the most reliable BMW cars.

Like any car, the BMW X3 is not perfect. His appearance after several years of operation, they can spoil the luggage rails, which peel off slightly. By junction of parts the coating swells, therefore, to protect the body - it must be covered with anticorrosive. The body is galvanized, so corrosion is not terrible for him.

In 2006, this car was restyled, and many problems were fixed, for example, in pre-styling versions leaking headlight washer motors. But there are also problems that have not been fixed, for example, license plate lights, which rot due to hardened seals. And door waterproofing can peel off, and if it rains heavily, the water will fall on the floor of the cabin.

You can remove the door trim yourself, and how to stick the insulation. This is not a difficult job, and the service will charge about 50 euros for it. Also, if the rear washer pipe laid under the carpet comes apart at the seams, then a wet floor will also be provided. Therefore, in winter time fill with antifreeze washer fluid good quality. Despite the fact that the rear window is slowly getting dirty, anyway, you need to turn on the rear wiper periodically so that the mechanism does not turn sour, otherwise you will have to disassemble, clean and lubricate it.

In 2006, the interior was significantly improved, but it still looks quite simple, especially when compared with current cars. The quality of the interior is high, but squeaks still appear over time, as a rule, in the front seats.

One of the common causes of water in the cabin is the drainage of the hatch, which can become clogged, it passes inside the racks. And in general, the hatch can jam after 3 years, because it has a rather weak mechanism, the more often it is used, the higher the likelihood that it will break. Yes, and repairing the hatch is not a cheap pleasure - about 500 euros will have to be spent, and completely changing the hatch will cost 2300 euros.

Also, the flashlights that illuminate the license plate are not well protected from water, if rust reaches the board, which is located near the left flashlight, this will cause the tailgate electric lock to fail.

By the way, during washing, you must remember that water should not enter the glass and mirror control unit, which is located on the driver's door, and in case of a breakdown, its replacement will cost 150 euros.

Can still be a hassle rear wiper, which wears out the stuffing box located in the drive. And if the outer boot of the shaft is worn out, then the process of failure of the rear wiper will accelerate.

The climate in the BMW X3 is reliable, stable and works without problems for a long time, you just need to change it at intervals of 15,000 km. cabin filter , which costs 25 euros, and you can do the filter replacement yourself. As for the heated seats and steering wheel, there are some difficulties. If you often use heating on the steering wheel, then the skin will age faster, and when the steering wheel heating fails, nothing will happen, and if seat heater fails, then it can burn through the leather upholstery of the seats.

But you still have to disassemble the seats for another reason - when a signal appears that the airbags are faulty.

Motors with oil appetite

The BMW X3 with 2.5 and 3 liter engines released after restyling has a problem with the oil level sensor in the engine. By the way, there are a lot of petrol cars - 35 and 40 percent. This sensor confuses oil readings over time, so it’s better to change it right away, a new one costs 200 euros. It is very difficult to check how much oil is in the crankcase without a dipstick, and these engines consume oil, and a lot - if you drive fast, you will have to add 1 liter of oil for every 2.5 thousand kilometers, in this case it is synthetic oil(LL-01 and LL-04), which, by the way, is not cheap. In general, BMW engines are prone to oil consumption, this is so conceived constructively. Although the oil is leaving, but friction is reduced, cylinder parts wear out less piston group oil is constantly updated.

There is no such oil consumption on diesel engines, only about 25% of cars with a diesel engine. If we take, for example, a 2-liter M47, then it has a fairly large crankcase volume, into which 5.5 liters of oil must be poured.

Before each engine start, near the odometer, information is displayed about how many kilometers are left until the next MOT. True kilometers, which is shown by the odometer, if desired, can be corrected in all electronic units.

Although on-board computer every 30,000 km notifies that it is time to go to the service and do an inspection, that is, it turns out that the oil changes at intervals of 20-25 thousand km., in our realities, you don’t have to listen to the on-board computer, because there is no confidence in the quality oils and fuels. On cars produced before restyling, a diesel engine that meets the Euro-3 standard should be poured, and only diesel fuel that meets the Euro-4 standard should be poured into post-restyling cars. So, for those who want the car to work longer, it makes sense before refueling. get acquainted with the diesel quality certificate. If the fuel is high-sulfur, of a lower standard, then it will quickly destroy oil molecules with an LL-04 approval, and it will have to be changed after 8-10 thousand km. If this is not done, then the motor will require a major overhaul ahead of schedule.

As for the durability of BMW engines, we can say that the engines are reliable, even the 2-liter gasoline engine that comes in the base - quietly serves 300,000 km. All engines installed on the X3 have a timing chain that does not require attention. There are times when the gas distribution system for gasoline engines requires minor repairs after 150,000 km. In most cases, it is VANOS (phase control system) that can go wrong.

There may be several options here: if the candles are still normal and everything is in order with the ignition, and the engine is acting up, then this is to blame solenoid valve from the VANOS system. Or the case may be in the hydraulic cylinders, in which the sealing rings are worn out or worn out. Candles, as a rule, last about 40,000 km, if you take the original for 18 euros, they have platinum electrodes. A new solenoid valve will cost 100 euros, but a set of rings will cost 600 euros.

More than once there have been cases that after 150,000 km. or after about 5 years of operation, the membrane at the crankcase ventilation valve has dried up, replacing such a valve will cost 100 euros. Even the fact that oil starts to flow out of the engine is not very scary, but because of the high pressure, when valve cover shattered, now this is serious. Replacing this cover will cost 400 euros.

It is also not very impressive that carbon deposits form at the bottom of the piston after a while, which leads to unstable operation of the motor. And there is a risk that overheat, which is extremely unacceptable for the cylinder head, which is made of aluminum. Overheating can also be caused by: a pump that has failed, which costs 180 euros, radiator cells clogged with dirt, thermostat flaps that have broken off because they are made of plastic, their replacement will cost 70 euros.

There are cases that a characteristic chirring appears in the block for changing the length of the DISA intake manifold after about 150 thousand km. This means that it is necessary to make repairs in this block, which will cost 200 euros, and it must be done faster, because if the mechanism crumbles, then its small parts can easily get into the engine. Also, gasoline modifications can fail, costing 200 euros, the electronic unit throttle control and an air mass meter, the replacement of which will cost 500 euros.

As a result, there is a lot of trouble with gasoline engines. Therefore, it makes sense to look at diesel trim levels, which are more reliable, and even more economical than gasoline versions.

With normal driving with moderate “annealing”, the turbocharger will last for a long time - about 250,000 km. You should also fill in high-quality diesel, then the nozzles will also last at least 250 thousand km.

The M-series engines with a cast-iron cylinder block have their own characteristics: maybe after 180 thousand km. will appear burning rubber smell, this means that it is time to change the torsional vibration damper of the crankshaft pulley, which will pull 400 euros. In general, so that trouble does not suddenly happen on the road, it is better to advance in about 120,000 km. change pulley.

On 3-liter diesel engines M57, such modifications are about 10%, cracks may appear on the exhaust manifold after about 150 thousand km. Replacing this collector will cost 450 euros. But especially carefully check the intake manifold, especially on cars older than 2006 that use a Euro 3 diesel. After 200,000 km, traces of oil may appear on the damper bodies of the vortex channels, which means that the damper, in which the axle has broken off, falls directly into the cylinder - you need to urgently go to the service and correct the situation.

But on diesel engines running on Euro-4 diesel fuel, the degree of recirculation in the EGR system is higher, so a heat exchanger is used here. True, after 160-200 thousand km it can burn out from the inside, after which the antifreeze will exit through the exhaust system. The replacement of this heat exchanger will cost 500 euros. But this is nonsense compared to the problems that can arise with recirculation valve, which is clogged with sediment every year. A new one costs 200 euros. This is due to Russian fuel and traffic jams. Therefore, in order to have fewer problems, the owners of such cars turn off this valve or get rid of it, of course, the environment suffers from this, but BMW owner X3 does not wait for a possible danger with a heat exchanger.

It is also necessary on each diesel engine, purely for prevention, to change glow plugs worth 15 euros after 4-5 years of service. After all, if at least one candle fails, then there is a risk that the electronic control unit will have to be changed for 450 euros.

BMW X3 transmission

The most reliable box in the BMW X3 is considered to be a mechanic, it is installed on cars with gasoline and diesel engines. In this box, only seals need to be changed, and after 200,000 km. you will need to change the clutch, for this you will have to remove the box. A new clutch will cost 350 euros. If you notice that the clutch is slipping, then the repair should not be postponed, because it is not advisable to drive with such a clutch for a long time, - the 2nd mass flywheel of the motor will fail, which is not cheap - about 900 euros. Manual gearboxes although reliable, but on models with diesel engines, the first and reverse gears turn on harshly.

The automatic transmission is also quite reliable, if you drive quietly, it will easily work 250,000 km. But the machine has some features, if you buy a car with a mileage of at least 150,000 km, that is, there is a risk of getting 2,000 euros, that is how much it will cost to repair it, and replacing the box will cost 5,000 euros. At risk for this automatic transmission are clutches, a torque converter, as well as an oil pump and a hydraulic control unit. But in general, machines such as ZF and GM are reliable and, with proper use and maintenance, will last a long time.

The transmission of the BMW X3 is an advanced xDrive - an all-wheel drive system, its design is quite complex, but reliable, and on newer cars released after 2006, it almost does not create any problems. Except that, the servo drive of the multi-plate clutch may fail on the transfer case after about 180,000 km, its replacement will cost 600 euros.

Here in the older X3 trim levels, released before restyling, there are more possible problems with the transmission. A new transfer case is not cheap - about 1400 euros, and the chain can stretch in it already after 150,000 km. Many razdatok changed under warranty because of this reason. And on the earliest cars, weak outboard bearings are installed on the rear driveshaft, which are more than 40,000 km. could not stand it and demanded replacement - 80 euros per piece. But after restyling, they were finalized, they began to serve for a very long time.

I also had to change the front cardan assembly for 800 euros after 130 thousand km, because it is poorly protected from dirt and the rear crosspiece wears out quickly. Already in 2006, such a flaw was corrected and the rear cross was reliably protected from dirt getting into it. If you notice that on the cardan shaft broken cross, then such a cardan must be changed as quickly as possible so that it is not necessary to prematurely repair the front final drive and transfer case.

The xDrive all-wheel drive system has several nice features - when the car starts off and the speed does not exceed 20 km / h, the clutch is closed and the rear-wheel drive works. And when the car picks up speed, the torque is distributed between the axles depending on the traffic situation: for example, the system scans how much the steering wheel is turned, what speed, how hard the gas pedal is pressed. But if the speed is more than 180 km / h, then the torque completely switches to the rear axle.

In order for the torque to be transferred to the front axle, a multi-plate clutch is used, which is controlled by a Bosch drive with an electric motor, a worm gear and a rocker arm are also involved here. Due to a broken control chip or if the plastic gears wear out, the rocker will also fail. In general, the repair of the system will cost about 400 euros.

It so happened that the younger brother of the popular BMW crossover Russian drivers did not like the X5, and it is worth noting - completely in vain. The BMW X3 E83 has its own characteristics, for which it should be respected and loved.

A bit of history

But it is worth noting that the most popular engines remained the classic for BMW in-line six-cylinder longitudinal engines. With which the new and lightweight X3 received dynamics superior to its older brother. A well-thought-out weight distribution (which approaches the golden value of 50x50 between the two axles) added unsurpassed handling to the car.

In Russia, most crossovers were equipped with all-wheel drive with automatically connected front axle. But in the United States of America there was a rear-wheel drive modification, but it cannot be found in Russia. The salon looks less presentable, but the German quality of finishing and thoughtful ergonomics remained in place.

The first restyling in 2006 occurred due to a large number of negative reviews on the quality of the cabin and frequent problems with the front cardan shaft. In addition to correcting "childish" mistakes, the car has acquired new configurations with an expanded line of power units and automatic transmissions.

Body safety in the BMW X3

The external condition of the car remains attractive and without traces of corrosion for a long time. But keep in mind that any car is subject to corrosion. Therefore, before buying, it is better to examine the classic hidden places of rust pockets. For example: under the plastic body kit and under the bumpers, the rear wheel arches, the lower part of the front and rear doors, the welded seams of the engine compartment.

Separately, it is worth noting that the decorative elements of the body are less resistant, and may lose their appearance by the age of five. Painted door handles are starting to peel off, chrome and aluminum parts are losing their appearance. Even stronger, the maintained look is aggravated during operation in Moscow. It has been repeatedly said that the chemistry used in the capital to keep the road clean from snow greatly accelerates the aging process of cars. Therefore, 7-8 summer car from the provinces may look fresher than a 4-5 year old from the capital.

Quality trim and equipment

In addition, there are complaints about an unsuccessfully laid washer tube. rear window. Apparently for ease of assembly, it is laid along with the main wiring harness along the bottom under the driver's seat. The fact is that due to kinks and aging of the tube, it can burst. Therefore, constant moisture on the floor is not uncommon, but it affects the wiring and operation of electrical equipment.

The climate system works well, but for a relatively short time. Already by the age of five, the climate system motor may make noise or fail, and the dampers of the air ducts may break or their drive may jam.

As for the interior itself, many fans and connoisseurs of interior design from BMW were disappointed. The interior looks rustic and poor compared to other models of the brand. And the quality of finishing materials, obviously, does not reach the premium level. Therefore, many picky owners complain about the appearance of squeaks and noises. And the leather upholstery of the seats, in their opinion, is of poor quality and quickly loses its appearance.

But the truth is that there are cars older than 10 years old with a decent interior. The only thing, when buying a supported BMW X3, you should immediately choose the option with a salon in good condition. Replacing worn or broken elements will result in a large sum.

Electrical and electronic quality

The most common problems are the output of the ESP block in the driver's door, due to a design miscalculation. Over time, rain water floods it, and it fails. Also, frequent problems with the heated steering wheel and seats. If the heating does not cause any damage when it fails, then electric heating seats, burning out can damage the leather covers. In addition, driver presence sensors often fail, due to the breakdown of which various “glitches” and errors can begin. Therefore, be careful not to put your feet on the chairs.

Often the drive of the second half of the sunroof fails, but its repair is too expensive. Therefore, the second part is most often blocked tightly and not repaired. There are also complaints about the head optics, it often loses its tightness, and the glass can become cloudy. But in the stores there are glasses themselves and all problems are repaired with little effort.

Chassis and steering quality

Steering made on the basis of a simple configuration of the steering rack, which works in "any" conditions. The only thing, as mentioned above, is often the ZF Servotronic force control unit. A valve system has never broken down so often to be a statistical item on the list. frequent breakdowns, and play in the steering rack can only begin after 200,000 km, but it is solved quite simply. Steering tips and rods have to be changed every 100,000 km, which good indicator for suspensions from BMW.

The suspension itself came out more reliable than that of the older brother X5 or other passenger models. All thanks to the use of steel elements, instead of aluminum on other models. Maintenance is much cheaper due to the possibility of separate replacement of silent blocks and ball bearings.

All elements serve for quite a long time, and up to the first 100,000 km not a single replacement is required, except for the stabilizer struts and bushings. Even with a run of 200,000 km, you can find cars with native suspension parts that do not require replacement. But this is possible only with careful operation on a flat road.

If we compare the BMW X3 with the BMW X5, then the difference in the cost of suspension repairs can reach several times. At the same time, it is worth considering a longer service life and lower cost of spare parts.

Transmission quality

Wearing out, the front driveshaft completely broke all the elements of the front transfer case, after which the entire mechanism was thrown into a landfill. The new one costs too much. Therefore, if jerks, shocks, squeaks or crackling appear during acceleration, it is worth quickly visiting a service station to diagnose the transfer case and urgent repairs.

Also, the transfer case has a small resource of connection servo gears front axle. Therefore, many high mileage vehicles are only used with rear wheel drive. But it is worth noting that if in the first years of operation it was necessary to change the entire servo drive, now you can purchase a repair kit and make repairs at the service.

In addition, various owners periodically have problems with the rear gearbox. It is very whimsical to the oil level, and wears out quickly. But crossovers with 3.0-liter engines can also boast that they can cut the gears of the differential satellites and damage the bearings. In this case, repairs are possible only in rare cases, basically, you have to change the unit to a new one.

Reliability of gearboxes

But with automatic transmissions, everything is more complicated. Pre-styling models were equipped with five-speed GM automatics. If you do not go into special details, then the box has a negative attitude towards high engine speeds and aggressive driving by the driver. It is extremely sensitive to overheating and quickly exhausts the resource of the torque converter lock-up linings, which leads to rapid oil contamination. Also, during aggressive operation, the petal pump and PWM solenoids with plastic washers do not withstand.

But if you drive a car in a quiet mode without sudden starts with wheel slippage on asphalt, and change the gear oil in the box every 70,000 - 80,000 km, then the box will quietly live 250,000 km until the first need to replace the torque converter blocking pads and the "Drive" clutch package . But a single overheating of the box will lead to a full-scale repair.

Starting from 2005, on some models with a three-liter diesel engine, and since 2006, all restyled models equipped with engines with a displacement of 3 liters have been equipped with a six-speed automatic transmission ZF 6HP26. Its advantage was a greater tolerance for aggressive driving style. But even in quiet mode, the torque converter lock-up pads did not go more than 150,000 km. Besides. The box had a number of other nuances that made life difficult for the owner.

Early modifications of the box were subject to numerous "childish" diseases, due to the first experiments in the assembly of a valve body with control electronics. It is pointless to list all the malfunctions that occur, most of them are individual in nature and depend on many factors. But the main part repair work produced on a hydroblock.

Even with frequent changes gear oil, and careful driving, on many cars the first repair of this box occurs at 150,000 km. At the same time, if you do not pay attention to the symptoms, then the subsequent repair or replacement of the entire unit will cost more.

Automatic transmissions installed in tandem with two-liter ZF 6HP19 engines are a modification of the previous transmission, and have no major differences, including differences in breakdowns. The only difference is a slightly longer resource due to less load from a less powerful motor.

In addition, on cars after restyling it is found automatic transmission for six steps GM 6L45. This box was installed in tandem with 2.5 and 3.0 liter engines. Boxes from General Motors were distinguished by a large number of "childhood diseases". For example: on cars until 2008, there were frequent problems with the oil pump cover, this caused rapid wear of the clutch packs. The first signs of a malfunction were jerks during the transition of the box from the second to the third stage.

In addition, on the first versions of the transmission, there were cracked S55 drums due to factory defects. Also, the gas turbine engine could break down not only from wear of the torque converter blocking pads, but also its hub could fail. Being a modified version of the five-speed gearbox, this transmission also does not like aggressive driving and heavy loads, but using the car in an accurate mode, you can achieve a long resource.

Reliability of power units

First of all, you should warn those who want to purchase a model with a "four" about the extremely unsuccessful design of the unit. In addition to the fact that the 2.0-liter engine is not powerful enough for a crossover, the design is also overloaded with complex mechanisms that complicate repairs. BMW designers equipped the motor with a throttleless intake system, VANOS phase shifters and others technical innovations. Due to this, the engine gained additional horsepower and torque, but reliability decreased. The N46B20 engine has a high operating temperature- which requires constant prevention of the cooling system, and has acquired frequent leaks. In addition, a low-power engine is prone to constant oil consumption, and fuel consumption is slightly less than three-liter options. Therefore, when choosing a car in the secondary market, it is better to refuse instances with these units.

More powerful variants of power units are represented by the M54 series with a working volume of 2.5 and 3.0 liters. It is noted that this series of power units - deservedly won the title of "millionaire", and is able to serve about 500,000 km without major interventions. But this does not exclude the need for constant maintenance of the motor, and the fight against emerging oil leaks, the whimsical crankcase ventilation system, and troubleshooting the plastic intake system.

Like many engines from the Bavarian BMW concern, they are afraid of overheating, and at the slightest excess of the operating temperature, the engine begins to actively consume oil due to coking of the rings. Also, motors are prone to compression drop when running in cold weather. winter time of the year. This is due to the not entirely successful design of the hydraulic lifters.

It is worth recognizing that these motors are the most successful options in the line BMW modifications X3, and with proper maintenance and careful monitoring of the cooling system, you will not get much trouble from it. But it is worth mentioning that increased oil consumption on these engines quickly disables catalytic converters, the cost of which will make you think about the advisability of replacing them.

The pre-styling variations of the M57 diesel units turned out to be even more reliable and attractive than the three-liter gasoline-powered counterpart. It was also installed after restyling, but in a modified form. Also, this engine turned out to be the most powerful of all presented for a crossover, equipped with two turbines, it could develop up to 286 Horse power.

Diesel engines turned out to be less whimsical and work quietly even beyond the 300,000 km mark. Also, they are distinguished by the absence of a particular appetite for oil, and are not prone to overheating. There were some cons, but there are far fewer of them. The owner will still have to monitor the constantly appearing oil leaks, the condition of the oil pump, the health of the thermostat, the crankshaft pulley and the condition of the exhaust manifold.

Diesel engines are not whimsical, but the cooling system requires a lot of attention to its condition. It is necessary to monitor the tightness and condition of the pipes, and the cleanliness of the radiators. And the exhaust manifold is prone to cracking, which requires constant attention. Small pieces that break off can damage the turbines and, in extreme cases, can enter the combustion chamber. The same applies to the intake manifold, which is equipped with swirl flaps that can break off with great wear and get into the cylinders. At the first sign of wear, it is necessary to replace the intake manifold or dismantle the dampers.

Naturally, you should not discount the standard problems of diesel units. Like all European and Japanese diesel cars, the BMW X3 is very sensitive to quality. diesel fuel. First of all, because of quality fuel injectors begin to suffer and fuel pump high pressure. In addition, glow plugs are not reliable either, which are enough for a maximum of 2 seasons, and a burned-out candle can cause failure of the glow plug control unit. Every 50,000 - 60,000 km, the EGR valve and the variable geometry turbine will have to be serviced.

Diesel engines M47TUD20 with a displacement of 2 liters, installed on pre-styling models, are a stripped down version of the M57. Therefore, he inherited the whole list of positive and negative points, in addition to the fact that some owners are faced with failed ECUs. And the timing chain serves from 150,000 km to 180,000 km, but it is located in front of the engine, and its replacement is much easier than that of its older brother.

But everything changed at the commissioning of modified motors on the updated X3. After 2006, the crossover received new N52 engines (instead of M54) and N47 (instead of M47) at its disposal. On the one hand, modern technologies were used in the new motors, but many childhood diseases affected the reliability and cost of maintenance.

The new N52 six-cylinder engines turned out to be similar to the classic versions only at first. The novelty received a cylinder block cast from a magnesium alloy and cylinder liners with new technology Alisil coatings. In addition, the engine was equipped new system throttle-free intake Valvetronic II and replaced the classic pump with an electric pump (which turned out to be less reliable), and the engine turned out to be “hotter”. Due to the increase in the operating temperature of the engine, the resource of all rubber and plastic elements of the engine and the cooling system has decreased, which has led to an accelerated appearance of oil consumption and an increase in its consumption. This, in turn, led to the rapid coking of the rings (especially on engines with a displacement of 2.5 liters, on which the design of the connecting rod and piston group was unsuccessful).

In addition, the oil level control process became more complicated, the modified motors lost the usual oil dipstick and remained with an electronic sensor that could show the oil level with a delay, which led to serious consequences due to engine oil starvation. Therefore, on modified engines, oil consumption cannot be ignored, which exceeded the level of 200 - 300 ml per 1,000 km.

As experienced engine repairmen reported, a car equipped with a 2.5-liter engine should be abandoned immediately. This unit, in most cases, falls on overhaul with a run of 100,000 - 120,000 km. In this case, the oil consumption can exceed 1 liter. 1,000 km, resulting in rapid damage to the catalytic converter.

And the new diesel series of N47 engines was also marked by new design “features”. The gas distribution mechanism, driven by a chain, was moved to the flywheel side (on reverse side motor). Therefore, to replace or repair the mechanism, it is necessary to dismantle the engine. But, the resource of the timing mechanisms itself turned out to be low, some owners noted the need to replace the chain already at 100,000 - 150,000 km, and the most “lucky” owners changed the chain at 70,000 km. It is not worth mentioning the consequences of a chain jump on the gears, and the subsequent overhaul.

It is worth clarifying that new timing elements usually last longer than 150,000 km. Therefore, before buying a used car, it is imperative to clarify about the replacement of timing elements and when exactly they were carried out. Otherwise, the modified motor turned out to be less whimsical, and fuel system more tolerant of domestic fuel.

Conclusion

First of all, the X3 version equipped with a three-liter engine and a manual transmission looks extremely advantageous. But there are several nuances: it is very difficult to find such a modification in Russia, and if you want a dynamic ride, you will have to be content with an automatic or look for a manual for a long time. But by operating the car in a quiet mode, you can achieve a long and trouble-free operation of the car for many years.

Also, you can purchase a modification of the car after 2006 with the new N47 engine. But a preventive replacement of the timing chain will be required, the cost of which is estimated at tens of thousands of rubles. In the future, the operation will be a pleasure.

Item 233566 not found.

So, for the price of an almost “empty”, but new “Duster”, you can find a used BMW in the back of the E83 (2003–2010). Isn't it seductive? After all, subject to the serviceability of all components and assemblies, the Bavarian crossover is one of the most balanced cars in its class. Gambling and moderately comfortable chassis, cool engines, very spacious salon, a wide range of configurations ... Of course, it is difficult to argue that compared to any of the X5s, this "boomer" really looks like an ugly duckling. But this is just right for us! Perhaps the lack of a pretentious and prestigious car reputation inherent in any X5 just saved many copies from a quick death. The slogan "live fast, die young" is not about our protégé. The key role in the good safety of these crossovers was played precisely the target audience: many copies were used either by young ladies who were not devoid of the instinct of self-preservation, or as a simple family car. Well, let's not forget about design features: X3 is built on the basis of the "treshka" in the back of the E46, one of the most popular models of the German concern. The result justified itself - we have one of the most successful BMWs in the secondary market in terms of price and quality.

ENGINES

Most of the X-Thirds that can now be found on sale were equipped with either M54 in-line gasoline sixes with a volume of 2.5 liters (192 hp) and 3 liters (231 hp), or 3-liter turbodiesels (204 hp). In 2006, the six-cylinder engines were modernized, and their power increased: the 2.5-liter engine has up to 218 hp. s., for a 3-liter up to 272 liters. with., and the diesel "four" up to 286 liters. With. The popularity of modifications with such motors is justified: time-tested power plants are considered the most reliable, and are also well known to service station masters. The resource of these engines is impressive: even less powerful 2-liter engines can easily reach 300 thousand km without any problems. What you need to remember is that gasoline units are very demanding on fuel quality and are prone to high oil consumption, which can reach 1 liter per 2000–2500 km. This is not a defect at all, but in order not to miss the moment of topping up, it is better to pay attention to the indications of the onboard computer more often. Small oil losses can also be caused by a faulty crankcase ventilation valve. Closer to 150 thousand km, the engine may be disturbed by unstable idling, which is usually associated with a faulty Vanos valve timing system.

The resource of gasoline engines is more than sufficient: with proper maintenance, 300 thousand km is not the limit for them

Also, the engine can mope due to dead spark plugs: platinum original candles no more than 40 thousand km go. More serious, but not too frequent problems include malfunctions in the intake manifold: if oil leaks are noticeable on its body, then it is not recommended to tighten it with repairs: broken dampers can get into the cylinder.

The endurance of diesel units, subject to high-quality fuel, can be equated to gasoline ones, but the nodes at risk are already different here. The turbine, high-pressure fuel pump and nozzles, in a good scenario and gentle operation, must pass at least 250 thousand km. And if the long service interval of gasoline engines is partly offset by frequent topping up of oil, then diesel units they are deprived of such “recharge”: the frequency of replacement is usually 20–25 thousand km. Therefore, it is better to play it safe and change it earlier, especially if there is a suspicion of poor quality diesel fuel. Also, when servicing in a service, the EGR valve cannot be ignored: in traffic jams and due to poor-quality fuel, it regularly clogs with soot, so owners often turn off this system altogether. This "anti-environmental" measure also saves from another trouble: the additional heat exchanger installed in the system often burns out and begins to let coolant into the exhaust system.

The chassis of the BMW X3 is a modified base of the E46 all-wheel drive three-wheel drive, as a result of which the crossover has become one of the most driver-friendly in the class.

TRANSMISSION

Most of the cars on our market - with a gun. In our conditions, the resource of automatic transmission (again, with adequate operation) approaches the resource of motors: 250-300 thousand km is not the limit for them. But under the condition of aggressive driving, you can “get” to replace the clutch package and torque converter much earlier. There are fewer mechanical boxes in the assortment - they were mainly equipped with European crossovers. These units are even more durable: their repair is usually limited to replacing the clutch (usually after 150 thousand km). In the transfer case, not everything is so smooth: in the interval from 100 to 150 thousand km, there are cases of chain stretching, as well as failure of the multi-plate clutch servo. By this time, the crosses of the front cardan may wear out, because of which the entire shaft will have to be changed - it is not separable.

By 150 thousand kilometers, there is a possibility of stretching the chain in the transfer case and failure of the multi-plate clutch servo

CHASSIS

The suspension of this crossover perfectly tolerates Russian roads, which is not very typical for BMW: the levers here are not aluminum, as in the X5, but steel. The stabilizer struts are traditionally handed over first (70–80 thousand kilometers), but the reason for the next trip to the service will not come soon: shock absorbers, silent blocks of levers, wheel bearings and ball bearings rarely need to be replaced before 140–150 thousand km. The steering gear is also quite reliable: the rack usually lasts more than 170 thousand km.

Diesel engines M47 and M57 are not only more economical than gasoline units, but sometimes more reliable.

BODY AND INTERIOR

With corrosion resistance, the BMW X3 is all right: only external chrome-plated exterior elements, luggage rails or a hood with headlights clouded from strong sandblasting can lose their gloss. No frequent problems were found either with the interior electrics or with the quality of its finish. Dampness can be an unpleasant surprise: water entering the cabin can happen both due to a clogged hatch drainage and due to peeling door seals.

pros

Liquidity in the secondary market, reliable suspension and power units rich equipment.

Minuses

Demanding on the quality of fuel, the need for a qualified service station.

The interior of the BMW is strict, concise and comfortable

The back side is very practical when transporting goods.

APPROXIMATE COST OF MAINTENANCE IN SPECIALIZED INDEPENDENT HUNDRED, r.

VERDICT

The above problems are unlikely to occur in one car, and if you do not skimp on competent diagnostics, then at the price of a budget foreign car you can buy a much more interesting car. BMW X3 is perhaps one of the most suitable cars of the Bavarian brand for Russian conditions. On its side is a successful suspension, clearance sufficient for a crossover, powerful engines and comfortable lounge with quality finishes. The main thing, and after the purchase, do not forget about regular maintenance.

Passed successfully. But the minimum price of this premium crossover turned out to be very high, and the technical solutions used simply did not allow it to be significantly reduced. And by 2003 the company prepared new car, noticeably smaller, less posh and a lot less expensive.

The fresh BMW X 3 Series E 83 inherited the overall layout and technical solutions from its older brother. A more compact body and a simpler interior made it possible to reduce the curb weight. This means that it became possible to equip the car with less powerful engines: two-liter gasoline and diesel engines about four cylinders. True, the classic in-line gasoline “sixes” still became the most popular engines for this model. With such motors, the dynamics are even better than those of the older brother, and the handling is much more reckless, despite the simpler suspensions.

The drive is full, with an automatically connected front axle. Rear-wheel drive versions were also sold in the USA, but we can’t find them here. The interior equipment is simpler than that of the X5, but the Bavarian style is felt here in every detail, and ergonomics, as always, are on top.

Early restyling of the model in 2006 is mainly associated with updating the line of engines. In addition, the most serious complaints were eliminated, such as the low resource of the front driveshaft, and they also added new ZF “machines” to the range of units and at the same time slightly improved the interior, the quality of which was criticized from the very beginning.

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In Russia, the first X3, as they say, "did not go." It’s not clear what’s to blame: either the controversial design from Chris Bangle, or the rustic interior design at a price higher than that of the very progressive “five” E 60. that these relatively fresh cars were sold relatively inexpensively - both in Europe and in the USA. At that time, let us recall, in the West, things were already on the decline, and the dollar and the euro were still “low”.

Only the second-generation BMW X 3 managed to emerge from the shadows in 2011, although the first-born can hardly be called outright illiquid in the secondary market. Let's see how things are with reliability.

Body and interior

We will not discuss the design - I can only express the opinion that it is too simple. But it should be noted that this had little effect on the quality, the differences in the quality of the X3 and X5 colors, if any, were minimal. The choice of colors is large, but black and silver are traditionally in the lead, in which the car does not look the most advantageous.

Corrosion on the body is rarely visible, only in very advanced cases, but nevertheless it is almost always there, one has only to remove the plastic lining and panels, so the inspection must be carried out very carefully.

Particular attention to the lower edges of the doors from the inside and rear arches, as well as the seams of the engine compartment, cups and seams inside the wheel arches. The back door is the first to be rented, but usually it is not connected with the general condition of the body in any way, it’s just that its design is not very successful - moisture gets inside, and the paint above the license plate niche is prone to peeling.

The hood peels off even more, but corrosion on it is less common. But wet floor carpets are a clear sign that there will already be very dangerous foci of rye on the bottom and thresholds, and this does not add health to the electronics of the car. The cleanliness of the hatch drainage must be monitored carefully.

Decor elements are much less durable than the body itself. The railing coating, door handles, painted bumper inserts peel off, aluminum sill plates corrode. Cars especially suffer after operation in Moscow with a “Luzhkov-Sobyaninsky” cocktail on the roads. Even copies of the last years of production have a lot of minor damage. The plastic elements of the bottom and fenders also suffer from dirt and dust - pay attention to their presence and condition, the price of these elements can be very rather big.

The relatively soft windshield wears out on our dusty roads by the age of five - don't be surprised if it's replaced. More cunning owners buy used glass from European showdowns - even if it’s more troublesome, but “expert assistants” when selling a car will not look for obvious traces body repair. But the proverb says that there are no "unbeaten" BMWs, and this, unfortunately, is almost true.

The body, even on cars of the last years of production, can present surprises of a different kind. Door stops are not very durable, but they cost a lot. If the doors open tightly, click or creak, then it is worth sorting them out in the service, without waiting for a complete breakdown. The power window cables become loose and break, causing the mechanisms to seize and the electric motors to burn out. This problem can also be solved without replacing the assembly.

But breakdowns of the trapezium of the wipers are most often solved by installing an inexpensive Chinese one, it simply has better seals (oddly enough!), And the resource is higher. The native part is afraid of water leaks from the “jabot”, which, by the way, also damage the cabin filter. The reason is that the designers seem to be using alternative chemistry - the trapezium console is made of aluminum, it has a steel axle inserted into it, which rotates in bronze bushings. As you understand, the design simply does not have a chance for a long and happy life, electrochemical corrosion in a galvanic pair does its dirty work. Either the wiper motor just gets up, or it manages to “pull out” the rolling of one of the trapezoid consoles from the tube of its frame. The Chinese save copper, there is no bronze bushing in their trapezoid, and corrosion almost does not manifest itself.

Those who got a car of the last years of production with plastic bushings and consoles of the trapezoid are also not particularly happy - the plastic wears out corny, and the trapezoid begins to play. This, again, requires its replacement with a Chinese one or good locksmith work with the installation of bushings.

The design of the pipeline to the rear door washer is just as “successful”: the tube is laid along with the electrical harness and regularly cracks at the kinks in the driver’s legs and behind back seat. Of course, the floor carpet gets wet and the wiring harness itself.

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The design of the climate control system is also far from ideal. The resource of the interior fan is no higher than: literally five years - and now the motor is noisy, and then the fan stops. Damper drives often fail: in this case, gearmotors can be revived, but there are also breakdowns of the dampers themselves. The price of parts is not too high, from two to four thousand rubles, but the cost of replacement work will be a couple of tens of thousands of rubles, so be careful when buying. If the air supply does not work somewhere or its temperature does not change, then it is worth calibrating and checking what is the cause.

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The interior workmanship is lower than expected from the BMW brand. Relatively weak door upholstery, not very high quality the manufacture of many panels, poor fastening of inserts - all this can greatly spoil the look of the interior. Even on new cars, the trunk plastic frankly creaks. Yes, and initially the interior looks “poor”, according to connoisseurs. In addition, with age, the interior begins to “sound”, which for most owners becomes the last straw - many cars received non-factory “Shumka” for this very reason. In an attempt to maintain acoustic comfort, the car is hung with layers of noise and vibration isolation, many interior elements are flocked or pasted with soft materials to eliminate squeaks.

Electrical and electronics

For a variety of electrical BMW problems X 3 - rather, an exception to the rule. Surprisingly, he is almost not troublesome in this respect. Malfunctions inevitably happen, but they are easily solved and not even very expensive. There are few electronic components, and they are simpler than older models. So, fewer customization options and fewer bugs.

The workmanship of the wiring is very high, and the age is not yet critical. The battery in the trunk and the long power bus to the starter and the front switching unit are well made, the “input” occasionally burns out, but there are repair kits on sale for restoring the harness plugs, and the switching units and tailgate harness are not too expensive.

If you monitor the tightness of the electrical enclosures in engine compartment and the equipment is not too rich (i.e. there is not much salon equipment), then there are very few failures. Resource problems with radiator fans are solved by noticeable bearings or fan assemblies, since the resource of these elements is usually even greater than the resource of the heater fan.

Swollen electrochromatic mirrors are, in general, a typical problem for our climate, and interior electronics failures are rare. Most often they complain about the driver's ESP control unit - it is often flooded with water, and the design is not airtight. The electric heating of the steering wheel and seats is not very reliable here, and besides, it often leads to skin damage. Sometimes the sensor for the presence of a passenger in the front seats also fails. The headlights do not have good tightness, but they rarely fail, and besides, there are new glasses on sale, so everything can be restored.

Of the various electronic units in terms of the number of failures after the multimedia system, perhaps the servotronic unit - power steering is in the lead. The steering column switch block simply has a limited resource, usually it needs to be replaced every four to five years, but its price is very low by the standards of the brand. The resource of the electric motor and the gearbox of the servo drive of the transfer case is also very small, the gears are tritely ground there, but all these problems are now being solved simply and inexpensively, provided that you contact the right service.

Suspensions, steering and brakes

In this regard, the X 3 is generally a role model, including for other BMWs. The brakes are not only perfectly tuned and effective, but also reliable. Consistently high resource of discs and pads, reliable brake lines, strong ABS unit. And the price of the original components of the brake system is more than gentle, you can not bother with the selection of analogues.

The steering is also no surprises, the steering rack here is simple and reliable, except that the power steering force adjustment system from ZF Servotronic fails - the control unit often fails. At the same time, the valve system is still too young for serious failures, and besides, nothing terrible happens when it breaks. "Drivers" often do not even notice that the force on the steering wheel has become not so "thoroughbred". Reiki backlash occurs only after a run of 150-200 thousand kilometers and is easily eliminated, streaks are very rare and mainly on cars with very wide tires. Steering tips and rods have a resource of at least 80-100 thousand kilometers, and the price is also relatively low.

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Suspensions are more reliable than those of the X5 and passenger models. The levers are mostly steel, the silent blocks are changed separately, as are the ball bearings. The resource strongly depends on the style of operation, but when driving mainly in the city, the suspension is excellently reliable. Except for the stabilizer bars roll stability, more or less serious work on replacing the lower levers and ball joints can be expected only after hundreds of thousands of kilometers, and the rest of the elements are even more reliable. With runs over 200 thousand km, there are cars with native components rear suspension and without backlash. Given the low price of spare parts, you can not pay much attention to the condition of the suspension. It says only about the style of maintenance.

Transmission

But the transmission elements on the X3 should be given the closest attention. Pre-styling cars "distinguished themselves" by a frankly small resource of cardan shafts, especially the front one. The design of the shafts was shaken up, and on machines after 2006 there is a casing that covers the rear cross of the front shaft. As a result, its resource has increased, but it still needs to be checked regularly. The casing, by the way, can also be put on pre-styling models. The worn front driveshaft smashed the already weak body of the pre-styling transfer case. After damage to the bearings and shafts, the entire unit is usually sent straight to the trash, so if there are twitches, vibrations or even crackling during acceleration, then you should carefully check the backlash of the transfer case in the service.

However, it is also possible that front-wheel drive not connected at all - I already mentioned the gearbox drive in the electrics section, but what if you didn’t pay attention to this? A solid part of the cars has long been rear-wheel drive without alternative, they cannot connect the front axle, since this is almost not noticeable in city traffic. Previously, they changed the entire servo drive, but now you can just buy a set of gears and replace it in the service, which is an order of magnitude cheaper.

If you thought that apart from this nothing can be broken, then you are mistaken. The rear gearbox on cars with three-liter diesel engines and gasoline engines is also at risk. If you miss the oil level in it, then it will die quickly, but even without this, it sometimes cuts off the gears of the differential satellites and damages the bearings. And often repair is no longer possible, only replacement.

Manual transmissions are rare, but they do exist. The boxes themselves are usually an example of reliability and convenience, but do not forget about the clutch life and dual-mass flywheels.

But with the "automatic" everything is a little more complicated. Before restyling in 2006, almost all cars were equipped with five-speed gearboxes manufactured by GM series 5L 40E. I have already talked about the features of these boxes in reviews of other BMW models. But in short, the design of the box does not like high engine speeds, dirty oil and overheating. Does not withstand the petal pump, gas turbine engine blocking pads, PWM solenoids and plastic washers. If you change the oil often, then the box performs well, the resource is above 250 thousand kilometers before the first bulkhead with the replacement of the gas turbine engine linings and the Drive clutch package. But in case of overheating, the repair is quite large-scale and complex. For those who operate the car carefully and do not like to "drive", the condition of the automatic transmission is usually very good, even despite the age and mileage. But there are few such among BMW owners.

Since 2005, a new ZF automatic transmission of the 6HP 26 series has already been installed on a 3.0 diesel engine with a capacity of 215 horsepower, and diesel 3.0 after restyling and a three-liter 272-horsepower gasoline engine were equipped with the same box. This box is already noticeably better able to withstand the temperament of drivers, but due to the nature of its work, it has a small resource of gas turbine engine linings, which even with quiet movement rarely exceeds 120-150 thousand kilometers, and in the future the rate of contamination of the box oil increases sharply.

The valve body of the box was for the first time assembled with control electronics and received the name "mechatronics", which has since become synonymous with terrible troubles with the box. Early versions of the automatic transmission suffered from many "childhood diseases", mainly related to the valve body, its overheating and pollution. The main problems of this automatic transmission are associated with untimely repair of the gas turbine engine, failures of the same “mechatronics” and shaft vibrations due to increased bushing clearances and pressure drops.

At frequent replacement oil and a neat driving style, the box has a quite decent resource, but for most drivers it will require repairs already with runs of 150 thousand kilometers, and if you tighten it, then the extra 40-50 thousand kilometers can be very expensive, and the repair will become “golden”. Boxes of the ZF 6HP 19 series, which were installed on restyled cars with 2.0 engines - diesel and gasoline - in fact, they are no different from 6HP 26. There are the same problems, the same features in repair, except that there are fewer "childhood diseases" and the resource of the gas turbine engine is slightly higher.

On engines of 2.5 liters and some 3.0 after restyling, there is also a “six-speed” from GM of the 6L 45 series. She has many “childhood illnesses”: in particular, until 2008 there was a problem with the oil pump cover, which led to progressive wear of the packages clutches. The initial stage manifested itself in the form of jerks when switching from second to third gear, and if tightened with repairs, then jerks appeared when switching 3-5.

A similar problem occurs with another factory defect - a crack in the S 55 drum. The gas turbine engine breaks here not only due to wear of the locking pads, its hub may also fail. However, the lining resource is also very low with aggressive driving. Like the five-speed ancestor, this box does not like aggressive driving, but in the "vegetable" mode, the safety margin of the structure lasts for a long time, and it is still much easier to repair than the six-speed ZF, and even cheaper. In addition, the choice of contract units is higher: these boxes were massively installed overseas on Ford and GM cars, so you can purchase factory recovery units, even with a guarantee.

Motors

All motors met in the reviews of others BMW cars and don't expect anything new. Before the restyling, cars were equipped with either the very unsuccessful “four” of the N 46B 20 series, or the very good “sixes” of the M 54 series.

The four-cylinder engine is not only weak, but also completely senselessly overcomplicated: it has a flimsy valvetronic throttle-free intake system, a very high operating temperature, a sluggish character and a high probability of leaks, “oil burner” and failures of the VANOS phase shifters. It is strongly not recommended to buy: fuel consumption with this engine is still not lower than that of a three-liter six, and repairs will eat up much more. Yes, you still have to spend money on oil.

More powerful engines of the M54 series are presented in two versions, with a volume of 2.5 and 3.0 liters. They are a little simpler, noticeably more powerful and resourceful. These are one of the last "millionaires" from BMW, they are able in most cases to go 300-500 thousand kilometers before major repairs, although regular maintenance is required. It will be necessary to eliminate leaks, and work with the crankcase ventilation system, and restore rubber seals, as well as replace the plastic elements of the intake system, engine housing and oil system.

With slight overheating, motors acquire an oil appetite due to coking of the rings, which can be cured in the initial stages by decoking or replacing rings. In winter, and with cold oil, engines are prone to a drop in compression due to not the most successful design of hydraulic compensators. With active movement “to the cold”, the oil pump or its chain can fail, and the oil filter glass is extremely vulnerable and suffers from leaks.

The Siemens control system is also far from problem-free, but in general these are the most successful motors for the X3. Traditionally, the cooling system must be carefully monitored: radiators should be kept clean, fans – serviceable, change the oil often and pour a good ester or PAO-based oil, and not the “original”. Change cover expansion tank usually it doesn’t make sense, but the part is inexpensive, if the services insist, change it, it won’t get worse.

All gasoline engines easily damage catalysts when oil consumption starts from 300 grams per thousand kilometers over time, and at a consumption of a liter per thousand, catalysts die in just a year.

Diesel engines before restyling are variations of the beautiful three-liter M57. It was also installed after restyling, but in slightly modified modifications. This straight-six on the X3 turned out to be the most powerful engine - the top version with two turbines developed 286 hp. s, which is more than any of the gasoline engines. The bulk of diesel engines are options for 201-218 liters. s., which are not very different from him.

Motors can be considered even more successful than the M54 gasoline series. Stable resource "over 300", no tendency to overheat and no appetite for oil, very good traction and economy. Of course, there are downsides too. The same oil leaks, the same problems with the oil pump, the plastic cup of the oil filter, it is just as sensitive to cooling system failures as the M54. Plus, it does not have the most reliable thermostat, not a very large area of ​​\u200b\u200bradiators and the reliability of the cooling system fans. It is worth monitoring the crankshaft pulley with a damper, it is prone to delamination, the integrity of the exhaust manifold. The latter often cracks, and the fragments damage the turbine, and if you are very unlucky, then the piston group.

If there are traces of oil on the intake manifold or knocks are heard in this assembly at low load, then it is worth replacing or simply removing the intake manifold swirl flaps, otherwise they may fall into the intake and get under the valves and into the cylinders, with an almost inevitable failure of the cylinder head.

At the same time, oil losses through valve seals and the ventilation system are noticeably greater - rubber elements quickly age due to high temperature literally every three years they need to be changed.

Light tuning with a thermostat replacement can help, but a noticeably smaller piston safety margin still makes these motors a noticeably more risky purchase.

The restyled 2.5 engine should be abandoned altogether - without replacing the piston group, in principle, it is not capable of normal operation, after 100-120 thousand kilometers it is almost always a candidate for overhaul with an oil consumption of more than a liter per thousand kilometers. Problems with catalysts are aggravated, besides, a damaged catalyst is able to finish off the delicate alusil of cylinders.

The new diesel engines of the N 47 series also "pleased". Here the problems are of a completely different nature - the design of the timing failed. The chain has been moved to the flywheel side, requiring the engine to be removed to replace it. But the knot was calculated poorly, and its resource turned out to be obscenely low - the chain began to chirp and even slip at runs up to a hundred or one and a half hundred thousand kilometers, and sometimes did not reach 70. The consequences of the jump are the most severe, up to the separation of the valve plates and the destruction of the motor.

If you buy a car with such an engine, then check if the timing was replaced, they cost very inhumanely, more than a hundred thousand rubles. The modified parts of the assembly have a stable resource of more than 150 thousand km, but they were no longer installed on the X3 E83 from the factory - the problem was eliminated only in 2011, when the next generation arrived. All hope for repairs after the release. Be careful with cars with low mileage. If we leave the timing out of the brackets, then the rest of the engine is even a little more reliable than its predecessor in the face of the M47 - the fuel equipment is more stable, and the power is higher.

What to choose?

The small BMW remains first and foremost a BMW when it comes to ergonomics, maintenance features and operating costs. It's not a cheap car at all. But still, the X3 is significantly cheaper to maintain than the X 5 and X 6. This also applies to the price of spare parts and the complexity of maintenance. Despite the controversial appearance and not the best interior among the Bavarian cars, the X3 of the E83 series is quite driver-like and as versatile as other crossovers of the brand.

Best of all, the advantages of the machine are felt with a good choice of units. It is unlikely that cars with a manual box will be very popular, but pre-styling cars with five-speed boxes and in-line sixes under the hood with a calm driving style will please for a long time, the main thing here is not to abuse the dynamics.

Among the cars after restyling, cars with 3.0-liter engines, both diesel and gasoline, which are combined with ZF automatic transmission, show themselves in the best way. Diesel cars with an M57 and M 47 engine could be considered an ideal choice, but diesels have many opponents, and Maintenance such a unit is slightly more expensive, despite a noticeably higher resource than the rest.

With restyled cars with N 47, you need to be very careful, high price timing chain replacements and a large number of "childhood illnesses" create a high risk of additional costs. But the pluses are very good dynamics, a “fresh” year and very low fuel consumption. With a preventively replaced chain can be recommended.

What to avoid are restyled 2.5 petrol engines, four-cylinder petrol engines and six-speed transmissions GM