Recalls & faults: BMW E83 X3 (2004-10)

Recalls: BMW E83 X3

Overview

Manufacturers, or importers, issue recalls for defects or faults which have the potential to cause injury. Generally, manufacturers will inform the original buyers if their vehicle is subject to a recall and of the steps required to remedy the defect or fault. Please note that the recalls below (if any) are for Australian-delivered vehicles only. Furthermore, the number of recalls should not be taken as an indication of a model’s reliability or its safety more generally.

Recalls: BMW E83 X3

2008-09 BMW E83 X3 Diesel: potential fire hazard

In September 2011, a recall was issued for BMW E83 X3 vehicles with turbo-diesel engines that were available for sale from 20 August 2008 to 12 June 2009. In these vehicles, moisture may enter the diesel fuel filter heater at the electric contacts, causing the heater to short circuit – this could result in the short-term discharge of the starter battery such that the vehicle may not start. However, the short-circuit could also lead to an engine fire when the vehicle was switched off. Note that the diesel fuel filter heat unit only operated at temperatures below -1 degree Celsius (PRA 2011/13091).

2009 BMW E83 X3 Diesel: potential fire hazard

In August 2013, a recall was issued for BMW E83 X3 vehicles with turbo-diesel engines that were available for sale from 1 August 2009 to 30 November 2009. In these vehicles, an internal short-circuit may occur in the area of the electric contacts of the diesel fuel filter heating unit. At worst, an electrical short-circuit may occur in the diesel fuel filter heater which could could a vehicle fire. Please note, however, that the diesel fuel filter heater unit only operated at temperatures below -1 degree Celsius. For the VINs of the recalled vehicles, please see PRA 2013/13591.

2009-12 BMW E83 X3 with I6 engine: VANOS oil leak and ‘limp home’ mode

In June 2014, a recall was issued for BMW E83 X3 vehicles that had N51, N52 or N55 six-cylinder petrol engines and were available for sale from 1 October 2009 to 30 April 2012. In these vehicles, the bolted connection on the housing of the variable valve timing unit (VANOS) adjustment units could become loose. If this occurred, the units may develop an internal oil leak and then no longer adjust quickly enough due to the reduced oil pressure. The vehicle’s emergency engine mode would then be activated and the engine warning light would illuminate to warn the driver. If the vehicle was being driven and slowed down or stopped unexpectedly, it would pose an accident hazard to the driver and other road users (PRA 2014/14160).

2004-07 BMW E83 X3: Takata airbag recall

In June 2018, a recall was issued for BMW E83 X3 vehicles that were available for sale in Australia from 12 February 2004 to 13 September 2007. While these vehicles were originally fitted with Petri airbags, some of these vehicles may have been fitted with replacement Takata airbags during their service history. Over time, the inflator propellant in the Takata airbags could degrade and, upon deployment, this could cause the metal airbag inflator housing to rupture. As a result, metal fragments may be propelled through the airbag cushion and towards vehicle occupants – these fragments posed a risk of serious injury and fatality. For the VINs of the recalled BMW E83 X3 vehicles, please see PRA 2018/16822.

2009-10 BMW E83 X3: camshaft timing unit bolts could break

In November 2023, recall campaign 0011520700 was issued for 2009-10 BMW E83 X3 vehicles. In these vehicles, the bolts connecting the variable camshaft timing unit (BMW’s ‘VANOS’) to the engine may break. If this occurred, the vehicle’s ‘limp home’ safety mode may be activated, the engine warning light may illuminate and the vehicle may lose motive power. A loss of motive power while driving could increase the risk of a collision and injury to vehicle occupants and other road users. For the VINs of the recalled vehicles, please see REC-005810.

Problems and faults: BMW E83 X3

Overview

This section identifies potential problems, causes and fixes based on the experiences of owners and repairers, online sources and technical service bulletins. This information is provided solely for reference purposes and AustralianCar.Reviews recommends that only properly qualified persons carry out repairs or modifications. Furthermore, the number of items below should not be taken as an indicator of a model’s reliability or the frequency with which they may occur.

To report a problem or fault to the AustralianCar.Reviews team, please use the Contact Us form. Note that AustralianCar.Reviews does not offer advice on automotive problems or disputes; such enquiries will not receive a reply. For vehicles purchased from dealers after 1 January 2011, please see our Australian Consumer Law fact sheet.

BMW E83 X3 2.0d and xDrive20d: N47 timing chains

For 2.0-litre N47 four-cylinder turbo-diesel engines manufactured between March 2007 and March 2011, excessively sharp teeth on the crankshaft sprocket could damage, or break, the timing chain. Please note that in the event of breakage, catastrophic engine damage could result and the primary symptom of timing chain damage was a loud ticking noise from the rear end of the engine. For these engines, two situations applied:

• For models manufactured before May 2009, the timing chains, camshaft sprocket and crankshaft required replacement. Of these, the crankshaft had to be replaced because the sprocket was welded to it and the engine also had to be removed because the timing chains were positioned at the rear of the engine, Due to the cost of repair, some owners opted to replace the engine instead.
• For models manufactured from May 2009 to March 2011, the crankshaft did not require replacement since the design of the crankshaft sprockets had been changed. The timing chains and timing guides, however, still required replacement.

BMW E83 X3 3.0d: M57TU2D30 swirl flaps

For BMW E83 X3 models with the M57TU2D30 engine, the swirl flap mechanism in the inlet manifold consisted of butterfly valves within each individual inlet tract. These butterfly valves were secured to an actuating rod via two small screws and, over time, these screws could become loose. If this occurred, the screws could be drawn into the cylinder and cause significant damage to the piston, cylinder head and valves. If a screw were to pass through the exhaust valve, it could then damage the turbocharger. As a result of this problem, a common modification is to remove the swirl flaps and replace them with blanking plates. From 2004 to 2007, BMW introduced larger diameter spindles (made from plastic) and larger screws, though these engines were not immune to failure. Around 2006, it is understood that plastic swirl flaps were introduced to reduce the likely extent of damage.

BMW E83 X3 2.5i and 3.0i: M54 VANOS failure

For the M54 engine, the VANOS units may fail due to deterioration of the VANOS piston seal O-rings which are made from Buna (a material with limited temperature resistance). Over time, the O-rings harden and shrink, causing them to lose their functional characteristics – this can cause symptoms such as a loss of power below 3000 rpm, surging around 3000 rpm, a louder idle and rough running.

The piston O-rings lies under and provides support to a Teflon piston seal ring. Replacing the O-rings requires the Teflon seals to be removed for access. Since the Teflon seals cannot be removed from the piston seal groove without damaging it, the Teflon and O-ring seals must be replaced simultaneously. For greater longevity, the Buna O-rings can be replaced with O-rings made from Viton.

The VANOS unit had two piston seals with O-rings, while each piston had two O-ring sizes to provide hydraulic sealing in two VANOS cylinders of different sizes and an additional, smaller O-ring that was used to seal off a piston bearing. It is understood that the O-ring for this cap was also made from Buna and deteriorated in the same manner as the piston seal O-rings.

For more information about the M54 engine, please see BMW M54 and S54 engines.

BMW E83 X3: M54, N52 and N52K engine deposits

In February 2008, BMW issued technical service bulletin SI B 13 01 07 for E83 X3 vehicles with M54, N52 or N52K engines. In these vehicles, deposits in the injection and induction system may cause driveability complaints and the ‘Service Engine Soon’ light to be illuminated. This condition could be caused by:

• Deposits at the fuel injector’s tip which affected fuel flow and the air/fuel mixture ratio. Symptoms included hesitation or stumble during acceleration or loss of power; poor fuel efficiency; increased HC and CO emissions; and, the ‘Service Engine Soon’ lamp to illuminate due to misfire faults;
• Carbon deposits at the valves and on the intake manifold ports absorbing fuel during the warm-up phase, causing a leaner air/fuel mixture. Carbon deposits (or build-up) could also disturb the mixture flow at low throttle conditions and/or idle speeds. Symptoms of carbon deposits included a loss of power; unstable and/or rough idle; increased HC, CO and NOx emissions; and, the ‘Service Engine Soon’ lamp to illuminate due to intermittent misfire faults; and,
• Combustion Chamber Deposit Interference (CCDI) when there was contact between carbon deposits on the piston crown and the cylinder head. The noise created by this contact may be misdiagnosed as a ping, knock or other mechanical failure. CCDI occurs first as a cold start noise that can fade as the engine reaches operating temperature. As deposits build, there is an increase in compression temperature that may cause pre-ignition detonations. Symptoms include knocking, pining, poor acceleration, increased NOx emissions and engine idle speed surges.

BMW E83 X3 2.5i and 3.0i: M54 engine and cold climates

In February 2009, BMW issued technical service bulletin SI B11 08 03 for BMW E83 X3 vehicles with the M54 engine. In these vehicles, extremely cold climate conditions could cause moisture to accumulate and freeze in the:

• Engine oil separator;
• Hose to oil dipstick guide tube; or,
• Orifice in the dipstick guide tube.

Depending on the position of the crankcase ventilation valve when this occurred, the following may occur:

• High crankcase pressures (stuck closed) resulting in valve cover leakage and/or breakage; or,
• An oil hydro-lock condition (stuck open) which could result in engine damage.

To fix, the crankcase ventilation valve, hoses and dipstick guide hoses were to be replaced; a new insulated style of oil separator and hoses were also introduced.

BMW E83 X3 2.5si (N52): ticking noise from camshaft lifters

In September 2009, BMW issued technical service bulletin SI B11 09 07for E83 X3 2.5si vehicles with N52 engines that were produced prior to 31 November 2008. In these vehicles, an occasional ticking or rattling noise from the camshaft hydraulic lifters (HVA) may occur during cold engine starts. It is understood that the ticking was caused by an insufficient quantity of air-free oil for the HVA elements. To fix, however, the twelve (12) exhaust camshaft hydraulic valve lifters needed to be replaced (part no. 11 33 7 605 330).

A revised cylinder head was phased into production from 1 October 2008 and fully implemented on 31 November 2008, as per the following casting numbers –

• N51 (B30): 7588277.01;
• N52 (B30): 7588273.01; and,
• N52K (B30): 7588271.01.

BMW E83 X3: N51/N52/N54 VANOS faults

In October 2010, BMW issued technical service bulletin SI B11 02 08 for E83 X3 vehicles with N52K engines produced from September 2005.In these vehicles, the ‘Service Engine Soon’ (MIL) lamp may illuminate and be accompanied by a reduction in engine performance/performance; this may occur after driving with the engine at normal operating temperature. If the ignition is cycled, the engine then usually performs normally. Furthermore, the following fault codes are stored in the DME:

• 2A82 VANOS intake – stiff; jammed mechanically;
• 2A87 VANOS exhaust – stiff; jammed mechanically; or,
• 3100 Boost-pressure control, deactivation – boost pressure build up prohibited (N54 engine only).

These VANOS faults may be caused by insufficient oil pressure supply to the inlet VANOS adjustment unit. To effectively move the camshafts to the target positions in the specified time and under all engine conditions, sufficient oil pressure supply to the VANOS control pistons was required. When engine operation required that the VANOS quickly advance or retard the intake or exhaust camshaft, fault 2A82 or 2A87 may occur if the camshaft is ‘late’ or does not reach the target position. In this situation, engine power may be reduced and a check control message be displayed.

According to the service bulletin, a mechanical restriction or electrical failure of the VANOS solenoid and/or the electrical circuit could cause insufficient oil supply to the VANOS assemblies.

Depending on the diagnosis, both VANOS solenoids may need to be replaced (as well as the engine oil and filter). If there was excessive wear to the camshaft bearing ledge, the camshaft hook ring seals and the affected camshaft bearing ledge would require replacement.

BMW E83 X3: squeaking when steering from left to right

In March 2009, BMW issued technical service bulletin SI B 32 07 08 for BMW E83 X3 models without Servotronic that were manufactured up to August 2006. In these vehicles, there may be a squeaking or squealing noise from the pinion shaft of the steering gear when the steering wheel is turned from left to right. The service bulletin attributed this condition to insufficient lubrication of the steering gear pinion shaft seal. To fix, Lubrizol treatment was to be added to the power steering fluid to lubricate the pinion shaft seal.

Problems and faults: BMW E83 X3

• If the engine pings under light loads, idles too high or falters on acceleration before reaching operating temperature, the ECM likely requires reprogramming.
• If the key is left in the ignition overnight, the battery may drain and the vehicle will not start.
• Transmission fluid may leak from the selector shaft seal, although it may appear to be coming from the pan gasket.
• If the instrument panel backlighting occasionally goes off only to briefly come back on, there is likely to be a problem with the light-switching centre.
• If the transmission intermittently reverts to fail-safe mode, this may be due to a multiplexing problem that requires reprogramming.
• For early models, if the battery goes flat after being parked for three to four days, the body control module is likely faulty.
• For early models, the ‘check engine’ light may illuminate and the engine may run rough due to problems with the original ignition coils; BMW subsequently replaced the original coils with Bosch units.
• The automatic headlights may not turn off when exiting a tunnel or parking garage due to a miscommunication between the sensor and headlight module.
• For models fitted with a sunroof, the sunroof may not close in hot weather or after being parked in direct sunlight because the channels expand and the anti-trap sensors stop the motor.
• The universal garage door opener may not accept a code from a different source (new transmitter or new owner) if the batteries in the transmitter are low.