BMW E39

From BimmerWiki

Contents 1 About this Wiki 2 Model Summary 3 Available Models 3.1 Available Options 3.1.1 Tailgate Badges 3.1.2 Option Codes 4 Parts FAQ 4.1 Brakes 4.2 Approved Fluids 4.2.1 Engine Oil 4.2.1.1 BMW - LL04 4.2.1.2 BMW - LL01 4.2.1.3 BMW - LL98 4.2.1.4 BMW - Motorsport 4.2.2 Automatic Transmission Fluid 4.2.3 Differential Fluid 4.2.4 Power Steering Fluid 4.2.5 Brake Fluid 4.2.6 Coolant 4.2.7 Tyres 4.2.7.1 Winter Tyres 4.2.7.2 Summer Tyres 4.2.7.3 Track/Performance Tyres 4.2.7.4 Audio and Navigation 5 Acronyms and Terms

[edit] About this Wiki

The E39 Wiki should be used as a tool to help all E39 owners. The greatest feature of the Wiki is that anyone with an account on Bimmerfest has the ability to edit it. See something incorrect or notice something missing (there's a lot missing!)? Simply click on the edit link to the right of any section. Please respect the contributions made by other members and PLEASE don't sabotage this page.

[edit] Model Summary

Each BMW body style is assigned a two digit number preceeded by "E". The "E" stands for "Entwicklung", the German word for development. The BMW E39 automobile platform was the basis for BMW 5 Series between 1995 to 2004. It was the successor of the BMW E34 in 1995, and was phased-out by the E60 platform in 2004. Sales to Germany and the United Kingdom began in 1995, and by 1996 sales to the remaining entities of Europe and the rest of the world had commenced. A mid-life update appeared in 2001, featuring minute detail changes. At launch, the base model was the 520i, which developed 112 kilowatts (150 hp) in the pre-update models, and 126 kilowatts (170 hp) in later models. An M5 variant was introduced in 1998, with a 5.0 litre S62 V8 engine. All models but the M5 were available as either a sedan (car) or a Station wagon|touring wagon.

Introduced in Europe in 1995, the complete vehicle redesign draws heavily from the E38 7 Series in body construction and electronic technology. The mid-level BMW sedan showed evolutionary styling changes rather than a dramatic redesign. Initially offered only as a sedan, the wheelbase grew by 68 millimetres (2.7 in) and overall length by 55 millimetres (2.2 in) over the E34. In the US, the new 5 Series came in two forms; the 528i and 540i. The 528i is equipped with the 2.8 litre M52 in-line six carried over from the 1996 E36 328i and the 540i equipped with the 4.4 litre M62 V8. Both engines were upgraded over the prior 5 Series generation. The 2.8 litre dual overhead camshaft six-cylinder engine made 141 kilowatts (190 hp), versus 210 kilowatts (282 hp) for the 4.4 litre dual overhead camshaft, all-aluminum V8. A ZF five-speed manual transmission without overdrive was standard on the 528i, with an optional A4S 310 R four-speed automatic transmission. The 540i, in contrast, could have either a Getrag six-speed manual or a new five-speed A5S 560Z automatic transmission with adaptive transmission control. Standard equipment on both models included dual front and side airbags, Anti-lock braking system, traction control system, power steering, and air conditioning.<ref>Template:cite web</ref><ref>Template:cite web</ref>

[edit] Available Models

The E39 is the body style for the following models:

Model	Engine	Displacement (cc)	Bore/Stroke (mm)	Comp. Ratio	Fuel System	Power (kW/bhp)	Torque (Nm/ft-lb)	0-62mph man	0-62mph auto	Produced	Where Sold (If not in all markets)
520i	I-6 24V	1991	80/66	1:11.0	Multiport Fuel Injection	125/168 @6250RPM	210/150 @3500RPM	10.2sec	11.5sec	1996-2000
523i	I-6 24V	2496	84/75	1:10.5	Multiport Fuel Injection	125/168 @5500RPM	245/181 @3500RPM	8.5sec	9.6sec	1995-2000
525i	I-6 24V	2494	84/75	1:10.5	Multiport Fuel Injection	141/189 @6000RPM	245/181 @3500RPM	8.1sec	8.9sec	2000-2003
528i	I-6 24V	2793	84/84	1:10.2	Multiport Fuel Injection	14w/190 @5500RPM	280/210 @3500RPM	7.5sec	8.8sec	1995-2000
530i	I-6 24V	2979	84/89.6	1:10.2	Multiport Fuel Injection	170/228 @5900RPM	300/220 @3500RPM	6.6sec	7.6sec
535i	V8 32V	3498	84/78.9	1:10	Multiport Fuel Injection	180/241 @5800RPM	345/254 @3500RPM	7.4sec		1996-2003	Europe
540i	V8 32V	4398	92/82.7	1:10	Multiport Fuel Injection	210/282 @5400RPM	440/320 @3600RPM	6.1sec	6.4	1996-2003
M5	V8 32V	4941	94/89	1:11	Multiport Fuel Injection	294/394 @6600RPM	500/370 @3800RPM	5.3sec	N/A	1998-2003
520d	I-4 16V	1951	88/84	1:19	Common rail turbodiesel	100/134 @4000	280/210 @1750RPM	10.6sec		2000-2003	Europe
525d	I-6 24V	2497	80/82.8	1:17.5	Common rail turbodiesel	120/161 @4000	350/260 @2000RPM	8.9sec	9.1	2000-2003	Europe
525td	I-6 12V	2498	80/82.8	1:22.0	Indirect injection turbodiesel	185/114 @4800	230/170 @1900RPM	11.9sec	N/A	1997-2000	Europe
525tds	I-6 12V	2497	80/82.8	1:22.0	Indirect injection turbodiesel	105/141 @4000	280/210 @2200RPM	10.4sec	11.0	1996-2000	Europe
530d	I-6 24V	2926	84/88	1:18.0	Common rail turbodiesel	135/181 @4000	390/290 @1750RPM	8.0sec	8.4	1998-2000	Europe
525tds	I-6 12V	2497	80/82.8	1:18.0	Common Rail turbodiesel	142/190 @4000	410/300 @1750RPM	7.8sec	8.0	2000-2003	Europe

[edit] Available Options

[edit] Tailgate Badges

• P - Protection -- Enhanced security vehicle fitted with bullet-resistant glass with polycarbonate skins (to retain glass splinters in the event of damage from projectiles), aramid armor in the doors and bulkheads as well as Michelin run-flat tires that can take a round and still keep the car on the road. Rear windows are fixed.
• d - Diesel
• e – eta (fuel efficient engines w/lots of low torque vs the higher reving more HP "i" engines used during the same time period or model production run)
• A - Automatic
• t - Touring (hatchback)
• s – sport
• i – injection
• c/C – Convertible or Coupe
• x – all-wheel drive. See [[X-Drive]

[edit] Option Codes

Model	Engine
S403A	Glass Roof, electric

[edit] Parts FAQ

[edit] Brakes

Here's the real answers to what seem to be the FAQ's.

Rotor sizes (in mm)

Minimum Acceptable Thickness for reuse

Maximum Allowable Runout

Is it allowed to machine (turn) BMW rotors? Yes, there is an actual BMW procedure in the TIS describing how to machine the rotors. You can machine them down to the minimum thickness if you need to. You do however, need to ensure that both sides are evenly machined and the appropiate runout and surface finish specifications are maintained.

Should you machine your BMW rotors? Generally speaking, BMW rotors are cheap enough where it does not make economic sense to turn them. Plus, replacing them guarantees you will have a rotor with the correct runout and surface finish criteria.

When do you have to replace your rotors? When they are below the specified minimum thickness.

What if my rotors are at, but not below the minimum thickness? Then you can use them again, but only for one more set of pads, assuming you are using OEM pads or pads with equal or less rotor wear than the OEM pads.

What's the theory behind the minimum thickness criteria? When BMW selected the pads and designed the rotor thickness, it was not done randomly. The expected range of rotor and pad wear is known and designed on purpose.

Your pads have a wear sensor which goes off when you have 3mm or less pad material. It is a safe assumption that the pad wear sensor is designed to go off before you wear your rotors down so thin that they are hazardous. So the deduction from this is that the wear rate of rotors with OEM pads is 1.6mm or less per set of pads. Which in turn means the absolute safety limit of rotor thickness is probably about 18.8mm front and 15.8mm rear (for 323/325/328 - add 3mm for 330). To put it another way, the BMW rotors and pads are designed in such a way that if you reuse the rotors at minimum thickness, your pad wear sensor will go off before your rotors get too thin.

So do should I replace the rotors everytime I replace the pads? Assuming they are at or above the minimum thickness for reuse and are otherwise within spec, it's up to you to strike the best balance of tradeoffs between performance and money. It is an absolute certainty that you will get better braking performance out of new rotors than reused rotors. But depending upon the condition of the rotors, the difference in performance may be slight.

The one thing you do NOT want to do however, is reuse rotors with a non-OEM brake pad of unknown wear rate. By doing so, you run a very serious risk of having a higher rotor wear rate than was intended by design. As a result, your rotors may become dangerously thin and even fail before the pad wear sensor goes off.

[edit] Approved Fluids

There is much discussion about what fluids should be put into a BMW. Please do not edit this list unless you are certain that something is incorrect! This doesn't mean "My friend Jack is an engineer at such and such and says that Synthetic is useless."

[edit] Engine Oil

New BMWs (After 1997) require synthetic. As far as weight, only certain production dates of M3's and M5's require the use of Castrol TWS 10w-60.

The Factory BMW Synth 5w-30 is a version of Castrol TXT Softect sold overseas. A few important things about the BMW oil a) it is a Group III hydrocracked oil which cannot be called synthetic in Europe, b) it is a heavy 30 weight (30 weight can run from 9.3-12.5cst@100c, the BMW oil is about 12.2cst), c) it is a ACEA A3 oil which means that it is approved for longer change intervals and has a HTHS (High Temperature High Shear) measured at 150c of greater than 3.5.

In the US, the only Group IV PAO Synthetics that are available are 1) Mobil 1, 2) Amsoil (but not the Xl-7500), 3) Royal Purple, and 4) German Castrol 0w-30 (it has the red label and says on the back, "Made in Germany). Redline is a Group V PolyEster based oil. All other Castrol, Quaker State, Pennzoil, Valvoline "synthetics" are a Group III hydrocracked oil. It is debated how much better Group IV base oils are than group III, but generally they are considered better.

When looking for oil for any BMW that does not require Castrol TWS 10w-60, you want to purchase an oil that has either/both of the following ratings, a) ACEA A3, or b) BMW LL-98 or LL-01.

Note that Mobil 1 0w-30, 5w-30, and 10w-30 are NOT ACEA A3 or BMW LL approved oils. This is because they all are thin 30 weight oils (approximately 9.8-10 CST@ 100c) and have HTHS of approximately 3.1. Mobil 1 0w-40 and 15w-50 are A3 rated and the Ow-40 is BMW LL-01 approved. For 99% of climates and users 0w-40 or 5w-40 is the appropriate grade. There are some 0w-30 and 5w-30 oils (like the BMW 5w-30) that are forumlated on the heavier end of the 30 weight scale and are accordingly rated A3. These oils will work well also. LOOK FOR THAT ACEA A3 rating. If the oil doesn't have it, pass on it.

Some people seem confused about how oil thickness is measured. The first number (0W, 5w, 10w, 15w, etc) is a measurement of how thick the oil is at tempuratures of -35c- -20c (depends on the grade). The lower this first number the thinner the oil is at LOW tempuratures. The second number (30, 40, 50) refers to oil thickness at 100c (operating tempurature). 30 weight can be from 9.3-12.5 cst, 40 weight from 12.6-16.2 cst, 50 weight from 16.3-22cst (approximate). So you can have two oils, one called a 5w-30 (i.e. bmw oil) another 0w-40 (Mobil 1) that are very similar thicknesses at operating tempurature. Compare this to Mobil 1 Xw-30 which is close to a 20 weight oil at 100c. For more information here is a link with exact numbers

BMW's recommended interval of 12,000-15,000 miles is too long. Used oil analysis has shown the BMW oil is generally depleted at 10,000 miles. Running it longer results in excess wear. It is highly recommended that you change your oil once between each BMW recommended interval (approx 7000-7500 miles). If you want to run your oil the BMW recommended interval, I would suggest that you use Mobil 1 0w-40 or Amsoil 5w-40 and change the oil filter at 7500 miles. I would encourage a full oil change at 7500 if you want your engine to last.

If you want to spend a few hours learning about oil, go to bobistheoilguy.com but its like a different language.... so which one do you suggest if you were going to change your oil?

Unless you have an M3 or M5, in the following order:

1) Mobil 1 0w-40, 2) Mobil 1 0w-40, and 3) Mobil 1 0w-40

If you can't find the 0w-40, the Mobil 1 SUV 5w-40 is a great oil. Can't find either of these, then go to your dealer and get the BMW 5w-30.

The Mobil 1 0w-40 is a great oil, widely available (Walmart, Checker, Kragen, Autozone), and moderately priced. It is factory fill in Mercedes AMG, Porsche, and Aston Martin.

[edit] BMW - LL04

Amsoil 5-40 European Car Formula Valvoline Synpower 5-30 Valvoline Synpower 5-40 (pending) Liqui-Moly 5W30 Total 5W30 BMW 5w-30 Oil

[edit] BMW - LL01

Mobil 1 0-40 Castrol Snytec 0-30 European Pentospeed 0W30 Total 0W30

[edit] BMW - LL98

Liqui-Moly 5W40 Pentohigh 5W30 Total 5W40

[edit] BMW - Motorsport

Total 10W50 Castrol TWS 10W60

[edit] Automatic Transmission Fluid

[edit] Differential Fluid

[edit] Power Steering Fluid

[edit] Brake Fluid

[edit] Coolant

The latest Mercedes-Benz Specifications for Service Products lists 45 approved coolant products made around the world, from South Africa to Korea, but non are available in the U.S. or Canada! The only approved antifreeze that Americans and Canadians can buy is MBUSA's part number 000 989 08 25. While most U.S. antifreeze meets corrosion protection levels specified by Mercedes-Benz, its pH is unsatisfactory. Fresh domestic antifreeze has a pH in the 9.5 to 10 range, which is extremely basic. According to Mercedes-Benz, the allowable pH range of the coolant _mixture_ is 6.5 to 8.5. MBUSA's antifreeze has a measured pH of 7.5 to 7.8, which, when mixed with water, drops to 7 to 7.5. The buffering (pH maintenance chemistry) of MBUSA antifreeze is excellent, so the coolant mixture remains neutral, neither acidic nor basic, throughout its service life. Domestic coolant mixtures remain very basic, starting with a pH of 10 or higher and slowly absorbing acids, dropping to 8.5 to 9.0 during normal life." "In our experience, ""radiators with plastic header tanks last far longer and have far fewer broken upper hose necks if factory antifreeze is used."" Look at radiators with broken necks, and you'll clearly see where overly basic coolant has eaten away the plastic, which has become embrittled. Most failed necks that we see are actually crumbly. We have found much longer radiator life in cars using MBUSA coolant exclusively." <ref name="Star Magazine">Stu Ritter, Technical Editor, Star Magazine, July/August 2001, pp. 74-76.</ref>

Thus, according to Mercedes-Benz, a huge component of the cooling system failures is the extremely basic (high pH) coolant we are putting in our engines. Be careful!

• Aral Antifreeze Extra
• BP Anti-Frost X 2270-A
• BP Napgel C 2270-1
• Castrol Anti-Freeze NF
• Caltex CX Engine Coolant
• DEA Kuhlerfrostschutz
• Elf Antifreeze Special
• Fina Termidor
• Glyco Star
• Glyco Shell
• Glysantin Protect Plus
• Gusofrost LV 505
• Mobil Frostschutz 600
• Havoline AFC BD04
• Total Multiprotect
• Veedol Antifreeze NF
• OMV Kuhlerfroschutz<ref name="Coolant TIS">BMW TIS as posted on e46fanatics.com http://forum.e46fanatics.com/showthread.php?t=521254</ref>

[edit] Tyres

There is much discussion about the benefits of various tyres.

[edit] Winter Tyres

• Nokian Hakkapellita (studded or studless)
• Michelin X-Ice

[edit] Summer Tyres

[edit] Track/Performance Tyres

[edit] Audio and Navigation

[edit] Acronyms and Terms

• CEL - Check Engine Light
• ICV - Idle Control Valve
• ABS - Anti Lock Braking System
• MAF - Mass Air Flow Sensor
• VC - Valve Cover
• Indy - Independent BMW specialist
• DIY - Do-it-yourself
• PM - Preventive Maintenance
• PDC - Park Distance Control
• CPS - Camshaft Position Sensor or Crankshaft position Sensor (two diff sensors & you have both)
• ASC - Automatic Stability Control (in early models)
• DSC - Dynamic Stability Control (in all 540s as of 1998 (?), all models after 2001)
• CCV - Crankcase vent or (incorrectly) Clutch Control Valve (should be CDV)
• CDV - Clutch Delay Valve. Prevents dumping of the clutch but also prevents smooth shifts
• VANOS - Variable Nockenwellen Steuerung. VANOS varies the timing of the valves by moving the position of the camshafts in relation to the drive gear. This movement varies from 6 degrees of advanced to 6 degrees of retarded camshaft timing
• FSU/FSR - Final Stage Resistor for the HVAC. Controls fan speed.