2006 bmw 528i

The myth about the reliability of the sixth generation of the "five" BMW is not a myth. Among the “fives” of the BMW F10 series, which was introduced in November 2009 and produced from 2010 to 2017, most come from Kaliningrad - they were manufactured at the Avtotor plant. It is believed that the "five" of the Russian assembly is not inferior in quality to the purebred "Germans". And they differ in color marking with paint of many fasteners under the hood, on chassis nodes, battery terminals, door hinges and even in the cabin - on seat mounts. The integrity of such marks is a good sign: it indicates that the fasteners were not touched (which is inevitable, for example, when recovering from an accident). On pre-styling cars older than 2013, there is a 6-speed automatic ZF 6HP, while upgraded cars have only an 8-speed hydromechanical gearbox ZF 8HP. Drive - rear or full. Two-liter "four" series N20 (184-245 hp), in-line "six" 3.0 series N55 (306 hp)  2006 bmw 528i and V-shaped "eight" 4.4 series N63 (407-450 hp) are equipped with turbochargers. And the “sixes” 2.5 of the N52 series (218 hp) and 3.0 of the N53 series (204–272 hp) are atmospheric, naturally aspirated. We had very popular diesel engines - the "four" with a volume of 2.0 liters of the N47 series (184-218 hp) and the three-liter "six" N57 (245-380 hp). Chassis, suspension, body architecture and electronics are largely unified with the flagship - the BMW seventh series. Atmospheric six-cylinder engines 2.5 and 3.0 of the N52 series Atmospheric six-cylinder engines 2.5 and 3.0 of the N52 series of 2004 with conventional distributed injection, found on early versions of the "fives", are not very successful. And they are very demanding on the quality of the oil. First of all, generating floating revolutions, the systems for changing the valve timing of Vanos and the stroke of Valvetronic valves suffer. In addition, the Valvtronic electric motor often dies from the graphite dust of its own brushes before reaching 150,000 km. Oil scraper piston rings sometimes strive to lie on a run of only 100 thousand km and, with the support of dry valve seals, provoke an oil burn of up to a liter per thousand kilometers! Oil deposits clog the crankcase ventilation unit, which contributes to the penetration of oil into the intake manifold. The consequences are a "fur coat" of soot on the valves, and in frost - widespread squeezing of lubricant. On runs of about 80,000 km, problems occur with the current vacuum pump, after 150,000 km of trouble, dampers in the DISA intake system can add, which over time tend to fall apart and fall into the cylinders, and in case of an unfortunate combination of circumstances, prevent the valves from closing and ensure they meet with piston. The electric oil level sensor starts to fail over time, and since a dipstick is not provided on these motors, a glitch can lead to oil starvation and scuffing. And an unreliable electric pump strives to boil the engine in case of failure. The atmospheric “sixes” 2.5 and 3.0 of the N53 series avoided many of the shortcomings of the damp N52 predecessors, but they have more problems with the ignition system (after 50 thousand km they will probably require replacement of the ignition coil) and direct injection, which forced out Valvetronic that did not fit there from the cylinder head design. Low-quality fuel inevitably creates problems with high-pressure fuel pumps, which already often fail after 100,000 km, and piezoelectric injectors that can pour fuel into cylinders up to water hammer. https://cars45.ug/listing/bmw/528i/2006