As a rational decision, weighing strengths and weaknesses and focusing on typical breakdowns is a thankless task. All because this car is chosen not by the mind - by the heart.

The last "real" Bavarian flagship, a childhood dream, a James Bond car and a Boomer gang... Too many associations.

Until recently, the E38 seemed an unattainable car for the celestials, but today you can buy it for 4-6 thousand USD. at the rate. And it is often hard to refuse such a purchase, even if it is frankly “killed”. All because this is the only “seven” that is chosen for sincerity. And having chosen, they sit down on the E38 like on heroin, unable to part even with a shabby 20-year-old specimen.

And they go in search of the E38 not because they need a “Bavarian premium” - for this, the “five” BMWs of those years are enough. They go in search of E38 when they need E38. No more, no less.

Why yes

The third generation of the "seven" appeared in 1994. Strict laconic and at the same time original and dynamic design was created by a team led by Chris Bangle. Until now, connoisseurs of the Bavarian brand call the E38 the most beautiful of the BMW “sevens”.

The BMW E38 was available in three body styles - a standard sedan, an elongated Long version (+140 mm wheelbase), and a stretched L7 limousine (+394 mm).

A wide range of engine options was relied on for the sedan: in-line sixes, several V8s and the flagship V12 - a total of six petrol and three diesel engines. In terms of boxes, the buyer chose from a 5 and 6-speed manual gearbox and a 5-speed automatic transmission. The place of the M version was occupied by the exclusive Alpina B12, charged at 386-428 hp.

The flagship was also equipped with first-class innovative “minced meat”, for example, a dynamic stabilization system and an adaptive automatic transmission. Recall that the E38 was produced from 1994 to 2001 - for those times it was a technological revolution.

Why is the E38 still being considered for purchase?

Image

Before the E38 was taken off the assembly line, its sales skyrocketed. This is a rare story that can be explained very simply: after seeing the new creation of Chris Bangle in 2002, connoisseurs of the Bavarian classics rushed to dealerships to buy the last real flagship with a bright cinematic career.

The new "seven" E65 drew a line "before" and "after" in the change of eras of BMW: after the departure of the E38, experiments with design, downsizing of engines and other sad innovations began. And the E38 has become a permanent symbol of the era of the 90s. And, I must say, the appearance and filling of the car perfectly reflected the values ​​and lifestyle of the characters for whom the movie was intended: adrenaline, nonconformism, the desire to take everything from life. And more.

Today, for those who want to get this F-class model for personal undivided use, the issues of operating costs, engine breakdowns and illnesses are not at all relevant. This BMW immortalized in films, even taking into account its venerable age, remains in demand among brand fans to this day, and the E38 is still an authority from the 90s in the stream. And this is not philistinism, this is a matter of the owner's image.

This is probably why in those ads for the sale, which indicate the maximum cost of a used E38 (12 thousand USD according to our data), there is a postscript “a car for a connoisseur” next to it.

Drive

Premium premium, which is soldered with traditional Bavarian values, dynamics and handling - this is the E38's recipe for success.

A two-ton "lighter" will not allow you to save money and comply with traffic rules: a pleasant steering weight, tenacious brakes, balanced steering and anti-slip systems plus a V8 engine compartment and even more so a V12 - and that's it, the owner is gone.

The foot presses on the accelerator against the will, the uterine roar from the engine compartment spurs excitement ... This huge, low and rear-wheel drive beast will not let you drive calmly and balanced. Only hardcore.

Now you can only find such a character in separate “charged” emks, but connoisseurs are categorical: it’s not that. They do not have what was in the E38. Its name is breed.

Luxury and comfort

The era of the appearance of the E38 is the time of the "cold war" between BMW and Daimler, and therefore the "seven" could not yield to the W140. I could not and did not have time: the richest options and a cozy interior are proof of this.

The suspension obediently swallows bumps in the road, the chair hugs the body and remembers individual settings, double-glazed windows are responsible for first-class sound insulation.

All kinds of heating and massage as an option for seats, navigation and separate climate control, webasto, separate rear seats, a cell phone and even a TV - the list of equipment is huge. For the first time on the E38, curtain airbags appeared that protect the heads of people in the cabin in a side impact.

A regular refrigerator and a subwoofer for non-standard music were placed in a 500-liter trunk.

The exterior equipment of the cabin also impresses. It makes no sense to take this "seven" in the minimum configuration. To feel this car - only luxurious classics, black genuine leather and walnut root trim.

You get used to the good, and therefore it is so difficult for owners to part with their E38. You can often hear the opinion that this is the last "seven" BMW, where "show-offs were worth the money." And that after the E38, other 7-series could surpass it in looks, drive or equipment, but never in a combination of these three elements.

Reliability

The E38 has no global problems with electrics, engines or suspension, when compared with other representatives of the business class of that era.

Another question is that the age of the car simply obliges it to have problems with the body - and on many copies that are sold on the secondary market of Belarus, doors have been changed, thresholds have been overcooked, elements have been repainted in order to hide corrosion.

Suspension maintenance - front MacPherson and rear multi-link - also does not cause any particular problems if the owner takes the E38 to the service at least once every six months, and does not reveal problems by extraneous knocks.

As for the chassis, instead of the steering rack in the E38, a simple steering gear with Servotronic electronic power amplifier.

In addition to the “servotronic”, the E38 also lacks other electronic assistants, including a full-fledged stabilization system, adaptive dampers and a body level adjustment system (optional). The question is how all this splendor works with runs of a 20-year-old car. Question on the conscience of the previous owners.

If the E38 is on the move and carefully maintained, there will be no global problems (except for the condition of the body). The motors that went to this "seven" are quite reliable, the electronics are not capricious.

A long simple “seven”, like any car, will not benefit. As well as collective farm "tuning", servicing with dubious spare parts from garage craftsmen and ignoring problems. But in general, the E38 is a reliable and resource unit.

Why not

It is worth looking through a couple of dozen ads for the sale of used E38, as the reasons why they do not buy it become obvious. More precisely, this is one reason that explains the essence of the problem.

You can't find a good E38, you can't restore a bad one

BMW E38 owners are conditionally divided into two categories.

The first is brand fans who understand the value of this car and invest in it crazy amounts every year.

Such people fix malfunctions and “collective farming” of previous owners, service and repair the E38 at the official dealership station exclusively with original spare parts, order detailing, choose the style of the wheels for a long and painful time, and if necessary, paint the element, clean it to metal and even order factory options.

And such an owner, of course, for 6-8 thousand USD. he will not give up his beloved "seven", in which so much has been invested. Rather, he will put up an ad, start looking for something similar (and there are no analogues) and, disappointed, put the E38 in the garage - ride on weekends.

But such ads are 5-10 percent.

And the rest fit under the soft “killed collective farm”. With the accompanying space costs of the new owner already.

Moreover, in this case, the search for problems will not do without checking the configuration with the VIN number, checking for traces of welding of the spars or dancing with a thickness gauge.

Forums and specialized resources are full of information about what can be "optimized" by craftsmen in E38. Including underestimation of clearance, chip tuning, installation of forward flow. This list of "collective farming" is worth studying - and many potential owners refuse to buy at this stage.

• The low price of the E38, combined with the phrases “no time to deal with”, “a lot of things have changed” with a scrupulous enumeration and obvious “tuning”, “automatic transmission nuances” is the best reason to refuse a purchase.
• In addition, the image of the "dashing guy" is not reflected in the best way on the E38. A lot of cars beaten on the front (heavily), turned over on the roof, restored after the fire.

Separately, it is worth mentioning the difficulties in finding qualified craftsmen. The machine is complex, specific, requires individual knowledge and skills. What kind of service could E38 have from regional centers and remote towns-villages?

In general, the E38 loves premium care, good roads and warm garages. Without this, this is not at all the “seven” that is about a dream. But just a “shabby” copy and a path to debt, if thousands of dollars for restoration were not included in the purchase budget from the very beginning.

Typical breakdowns

For those who still firmly decided to look for a worthy copy. Problems regarding the power plant, gearbox, suspension and electrics of the BMW E38.

Body and interior

For the “seven”, the manufacturer did not spare paint and steel, but taking into account the mileage, it is difficult to find a copy with “native” thresholds, doors, arches.

• More often, rotting sills are hidden by a dense layer of putty, especially in pre-styling versions, without plastic sills.
• The edges of the doors, the trunk lid under the emblem, the door arches and the places on the bottom where the factory anticorrosive has disappeared are the main problem areas that should be checked especially carefully.

Don't buy into claims of "original frontal" production, such as Pilkington. This does not mean that the car was not in an accident. Smart outbids have not put a crystal-clear Chinese counterpart for a long time, but they do not buy new glass with the necessary markings at car disassembly.

Optics become cloudy over time from scratches, and headlight glasses will cost a lot.

In terms of electrical equipment, a dirty trick should be expected from various control units, including the main one, the climate control unit, the on-board control system unit, the ABS system, and the Servotronic electronic steering system.

• Engine sensors fail, which leads to problems with the operation of the motor.
• The problem of dead pixels on the dashboard will be solved only by replacing the on-board computer display.

Engines

In general, the engines on the E38 are reliable. The most successful are gasoline V8s with a volume of 3 to 4.4 liters, as well as engines of the M60, M62, M52 series.

Petrol engines on this "seven" they go 400-700 thousand km before overhaul, their main enemy is overheating. And also a water hammer, and the motor can “sip” water even when driving through a deep puddle due to the low-lying air intake.

On the M52 and M60 series, they scold the nikasil coating of the cylinders and the expensive VANOS to replace. Plus, a small resource of sensors, including a lambda probe, and ignition modules. Plus fuel appetite, growing with the number of cylinders.

• The base gasoline “six” M52 is scolded for a lack of power: 192 hp. not enough for two tons of metal, you have to twist. These were installed on the 728i.
• V-shaped three-liter gasoline M60, which were installed on the pre-styling 730i, are considered dynamic and reliable.
• The 3.5-liter M62, which replaced the M60 in 1996 and was installed on the 735i, and the 4.0-and after restyling and 4.4-liter M64 (for the 740i) are also quite reliable, but the complex VANOS phase rotation system is already starting to cause problems the first hundred thousand kilometers, and its replacement hits the wallet.
• Flagship V12 with 326 hp and the 5.4-liter volume that was put on the 750i, this is the M engine. Never an economical “beast” will forgive negligence, only experts should service it.

Diesel versions meet infrequently, and the E38 is the first "seven" BMW, which generally began to install a diesel engine. Buying diesel versions is always a guarantee of high mileage and high fuel system maintenance costs. The only exception is the M57, which is popular on the secondary market.

• The base 143-horsepower unit for the 725td, the M51 family, is too weak for a heavy machine, and also suffers from a structurally weak injection pump.
• The most acceptable choice is the 2.9-liter M57. The best in its class, it is quite simply arranged and has 193 hp. These were put on the 730d. Expensive breakdowns - replacement of nozzles and a flow meter, and even if exhaust gases break into the engine crankcase. Plus a worn turbo.
• The top diesel V8 of the M67 family, which relied under the hood of the 740d and produced 245 hp. power, it is better not to buy. This 3.9-liter diesel engine was distinguished by extremely sensitive control electronics and injectors that are incompatible with domestic fuel. And the torque of 590 Nm is poorly digested by the automatic transmission, especially in terms of the dual-mass flywheel. The differential suffers too.

The timing chain for all engines that went to the E38 is considered maintenance-free. But in fact, it has to be changed every about 300 thousand km.

Basically, caring for engines according to the BMW standard: the best oil and fuel available, a sensitive reaction to noise from under the hood, prevention of overheating. So, no clogged radiators and idle for hours. In general, it depends entirely on the owner whether you will get into possession of a live half-millionaire or a 200-thousander completely killed in terms of the CPG.

transmissions

On the E38, both manual transmissions (for gasoline 2.8 and diesel 2.5) and automatic transmissions were installed. If the "mechanics" is considered reliable, there are questions about the "machines".

• Automatic transmissions manufactured by ZF of the 5HP24 and 5HP19 series are the best choice, but despite the manufacturer's statements, they still require maintenance: ATF fluid changes every 100-120 thousand km.
• "Automatic machines" of American origin, GM, cannot stand high speeds (overheat) and dirty oil, their maintenance requires increased attention. And if you abruptly turn on R after D, the retaining ring will break. The good news is that only certain versions of the in-line sixes were equipped with GM automatic transmissions.

Chassis

Most of the levers in the E38 change assembly, some are made of aluminum.

After a complete overhaul, the front suspension travels 100+ thousand km. The rear multi-link will have to be repaired more often, approximately every 40-60 thousand km: a heavy car. Moreover, the rear suspension is complex, there are a lot of parts, the design of many does not allow the installation of analogues from other BMW models.

The air suspension for the 750i is impeccable in terms of comfort and even lasts longer than the standard one, but if it fails, the owner will lay out more than a thousand cu. for the repair.

• Original front shock absorbers go up to 300 thousand km.
• Silent blocks are changed separately from the levers on average every 40-60 thousand km.
• The levers live about 60 thousand km, they change along with the ball bearings.
• Tie rods and tips serve 80 thousand km each, steering linkage - 40 thousand km.
• The weak point of the structurally complex rear suspension is the silent blocks of the H-shaped lever. They require replacement every 40-60 thousand km, and after 60-90 thousand the upper levers join them.
• The lower swing arms last the longest, but their turn comes - on a run of 200 - 250 thousand km.

One of the federal channels still constantly broadcasts films of this kind. I won't say which one. I will only say that its name begins with "N" and ends with "TV". But times are changing - so are the "war chariots". Take the same "Boomer". A true lifestyle icon and a textbook for young people whose style is an elegant combination of a tracksuit and classic pointy shoes.

And then it's time to talk about the "seven" BMW in the back of the E38, which appears throughout the film as the fifth protagonist. They stopped producing this car almost fifteen years ago, but even now, hardly anyone will say that its design looks outdated. The car is big, impressive, formidable, still forcing respect on the roads. At least provincial cities. Moreover, those who buy such a car will have, and even more than once, a chance to feel the aura of fear experienced by the elderly on the old Zhiguli as a reminder of the times when jeans and chewing gum were only gaining popularity in Russia. And this means that it is liked mainly by young people under thirty, dressed in tracksuits and continuing to click seeds, even going to binge. I'm serious! Look closely the next time a tinted window opens at an E38 at a traffic light, you're bound to see a young guy shaking husks onto the pavement.

BMW 7 Series (E38)

However, to hell with sentimentality! The car is truly legendary, stuffed with innovations (by the standards of the time), which was, in addition, Frank Martin's personal transport in the film "Transporter". It may indeed be of interest to many. In one of the specialized Internet clubs, you will find crowds of people who are ready to part with their own granny for organs rather than with their E38.

But is this “seven” so good? And where did the young guys get executive class cars from? I'm not talking about grandmothers at all. I'll try to explain. The car in this body was produced until 2001. That is, any existing copy today is at least 14 years old. And given the cost of maintaining such an artifact, the number of advertisements for sale on electronic platforms is quite understandable. To find a fresher copy, we set the last three years of production in the selection criteria, and a half-thousand armada opens up to us. Price tags start at 150 thousand rubles. for rubbish on Latvian numbers and with a dubious history. I bet that under the putty of such a machine there will be a dozen nine-millimeter holes, and under the carpets - husks of seeds? The price ceiling rests at 750 thousand for copies in excellent condition with two or three names in the TCP. If only you do not trade in crime, keeping the stalls near the house in fear, then, I believe, you will come to a reasonable 450-470 thousand.

BMW 7 Series (E38)

What can you buy with this money? Lada Priora or Largus. And even Benlad. And five copies at once, one for each working day.

Well, I do not! The true fan will opt for the 5.4-liter V12 version of the BMW 750i. Judge for yourself: the M73 engine relies on a solid wheelbase, leather interior (perhaps brought to the state of subcutaneous, and yet), door closers and a BMW nameplate on the trunk, which, in the end, will push a neighbor to come to you one evening for salt or matches. But do not rush to run to the seller, waving a passbook. Because everything will not be as rosy as you might think.

Does "more powerful" mean "better"?

Most often, the 7th series of those years is found with engines of 4.4 and 5.4 liters under the hood. Both are good, resourceful, but also demanding on consumables. The base 3.0-liter unit also comes across, but for such a heavy car it is frankly not enough. Of course, the more power in stock, the less strain the engine, dragging you around the city. Hence the larger resource of the larger motor. Given the runs for 300-400 thousand km, it would be wise to take a larger engine in order to insure yourself at least from a major overhaul while owning a battered "seven".

V12 engine under the hood of the BMW 7 Series (E38)

That is why today we are talking about V12. They say that he is a bright representative of those very "millionaires" about which legends are composed. I must admit that this seems to be true. In official testing, BMW launched the M73 on the stand. At 16,000 (!) rpm, he worked continuously for 32 days before he was stopped. And after such critical loads, the engine, as you probably thought, ate oil, like Joey Chestnut, the champion hamburger eater during his favorite pastime. But no. Having disassembled the unit, the engineers did not find critical defects in the gaps and put it into production.

At the same time - the best and at the same time the worst of all details. A very controversial unit. It's not even that any engine on the E38 is prone to overheating, which can happen both from flooded non-regulated antifreeze and from a clogged radiator, usually never cleaned over the years. And not even that the optimal period for changing the oil in it is 6 thousand km, despite the fact that the oil also requires strict adherence to the regulations and requirements for quality and viscosity. The real problem with the 750 is expense. If you put an explosive charge on the gas pedal, triggered by touching your foot, and fasten your right boot to the seat to protect yourself from the temptation to drown, the consumption will still be at least 16 liters per hundred. Well, if you decide to attach a “Hooligan” sticker on the windshield and turn the engine to a cutoff, then a consumption of 30 liters will make you cry at a gas station.

You can, of course, convert the car to gas, but modern equipment, coupled with the installation, costs 60–70 thousand rubles, which means that by putting it on, you will eat “doshirakami” and radish for a couple of months and, most likely, will earn heartburn .

The interior of the BMW 7 Series in the back of the E38

There was also a problem with the gearbox. No, it's from Aston Martin and it's quite good, but it wasn't designed for the huge torque (490 Nm) that our V12 gives out. So, if you start driving aggressively, expect problems. , theoretically maintenance-free, but if the oil has not been changed in it, and the car has already accumulated more than 200 thousand km, then at each switch you will have a good kick, so by the end of the day you will get home with back pain. Therefore, when inspecting this machine, pay attention to the behavior of the “machine”. There is reason to doubt the smoothness of switching - feel free to bargain.

The pendant is good. The front aluminum multi-link keeps this two-ton Heffalump on the road amazingly, but it has one. When one element fails, it soon pulls all neighboring suspension elements with it into the grave. This is the same as if you were sneezed on, and you, having refused aspirin, fell ill after a week in intensive care. An annoying feature. Therefore, get ready for the fact that with a small breakdown, while the part ordered in the store is being delivered, you will have to walk for a week, holding on to your back, cursing the suspension and lamenting that you were beaten by the gearbox.

The interior of a car that was produced 20 years ago, even today looks decent

We consider expenses

The market is crowded with this kind of cars for several reasons. Firstly, there is no "past generation" of the "seven". After the release of a new one, the rest immediately turn out to be old ones, hence the loss in price. When a car depreciates in value by half or more, those who could not afford such a car "from scratch" lay eyes on it. Then they go to the limit of the entire resource, to a major service, after which they try to get rid of the car.

In a word, instead of a new B-class foreign car, of course, you can buy a 15-year-old "old woman", but is it worth it? Replacing 10 liters of oil in a box costs 8,000 rubles. The suspension requires the replacement of consumables, such as silent blocks of the rear levers (two of 1,500 rubles each), bushings of the front stabilizers (two of 600 rubles each), stabilizer tips (two of 800 rubles) every two years, even with careful driving. And we are talking about analogues of branded spare parts!

Add here the front (2600 rubles) and rear (1500 rubles) pads, which have a hard time with a car weighing two tons, the steering linkage (7000 rubles) is another weak point, as well as the cost of work (about a third of each amount ). Why is there a suspension, even iridium candles, of which there are twelve, cost 600 rubles apiece, and do not forget that this is a BMW. This means that it will not work here with a “10” key and a hammer to make a major overhaul of the motor, as on the Zhiguli. Most of the work will have to be done at the service station.

We are looking for an alternative

Have you changed your mind yet? Then the only reasonable solution against this background seems to be the purchase of the "seven" in the next body. Remember, this is the controversial one that Chris Bangle had a hand in? The car with it looks more modern, rather brutal, there are pneumatic elements at the back, and this is the best-selling BMW 7 series of all time. You can choose a 4.4 engine, which, although gluttonous, like a sumo wrestler, still does not ruin you in two trips around the city, like the V12 on the E38. Having spent the same half a million on the purchase of the 7th series in the back of the E65, you will not bother pressing buttons, because there is an iDrive joystick that configures all the systems of the car. And the neighbor's salt will end much more regularly.

Generally speaking, what does a person really want when buying such a car? Manageability? Maybe comfort? Hardly. After all, then he would prefer a more affordable 5th series (for example,). Including in terms of ownership. Then perhaps ergonomics? Also incredible. In this case, why not choose the Ford Focus or any other golf-class car that is not inferior in this criterion?

The point is still an unfulfilled dream, which, as you know, has no statute of limitations. But if it was formed by films based on the dashing 90s, then I have shocking news for you. Today, tough guys move mostly in large SUVs.

So there was one reason for the purchase, and it seems to be the most reliable. The reason is the girl. The one whose attention you are trying to attract, confess. But is it necessary to buy a "seven" BMW, a tracksuit and a gold chain? It would be cheaper and smarter to spend money on a bouquet of flowers and a dinner at a restaurant to win her over, right?

If you are simply a connoisseur of the German eternal, then there are several recommendations for you. First, don't be in a hurry to make a choice. This is the very purchase that cannot be made with the heart without connecting the mind. Be careful, be patient and wait for "your" copy. After waiting, do not rush to drive the car for service diagnostics, although this is a mandatory procedure that can save you a lot of nerves and money in the future. First, talk to the owner, understand who is in front of you and whether this person could keep such a car in decent condition. The owner who loves his car is almost always happy to talk about the problems that befell him and the decisions that had to be made to fix the problem.

Be afraid of cars whose wheels are shod with winter tires in summer, as well as those who bought a "German", and then drove for three years and only changed the oil. In practice, this means that all parts that have exhausted their resources will have to be changed by you. And also avoid people who, for unknown reasons, are selling a car after a couple of months of ownership. Be vigilant and pragmatic. And better - buy something simpler and fresher.

In October 1993, at the Frankfurt Motor Show, BMW introduced the public to a new generation of the "seven" - the BMW 7 E38. The public liked the model, however, despite numerous positive reviews, the Bavarian concern was in no hurry to start production of the model.

The rear-wheel drive premium sedan was put on the conveyor only in June 1994, where it replaced the outdated E32 car at that time. Interestingly, visually from its predecessor, the BMW 7 E38 does not differ so much. The car has a low hood, large windows and a radiator grill topped with branded "nostrils". In general, the sedan received a more rapid look.

The BMW 7-Series (E38) includes the following variants: 725tdi, 730d, 730i, 735i, 740i, 740iL, 750iL, 740iL Protection and 750iL Protection. They differ from each other in engines and equipment. For example, in the Protection modification, the sedan has bulletproof windows, a protected body and wheels that are suitable for driving even when it is lowered.

The BMW 7 E38 engine range is represented by twelve different power units. Four of them are diesel and the rest are petrol. Consider their top versions. So, the most powerful gasoline engine is the 5.4-liter V12 engine, which is equipped with the 750i model. The power of the unit reaches 326 hp. (490 Nm). Thanks to such a powerful motor, this modification accelerates from 0 to 100 km / h in just 6.0 seconds.

As for diesels, the top of them is the 4.0-liter V8 engine, which develops 245 hp. and 560 Nm of torque. The BMW 740d is equipped with this unit, and it takes 6.6 seconds to accelerate to a hundred.

The maximum speed of most modifications of the sedan is electronically limited to 250 km / h. As transmissions for the car, five-speed manual or automatic transmissions are available.

Note that, while working on the model, German engineers managed to find a compromise between the car's handling and its comfort. The BMW 7er E38 features a smooth ride, and in this regard, the sedan fully meets the requirements of the executive class. At the same time, the car responds quickly and accurately to any action of the driver, while maintaining the sportiness inherent in the brand.

In terms of dimensions, the BMW 7 Series (E38) is slightly superior to its predecessor. The dimensions of the sedan are 4984 / 1863 / 1435 mm (length / width / height). There is also an extended version of the sedan (L), where the length already reaches 5,123 millimeters. Depending on the version, the wheelbase of the car is 2931 mm (normal) or 3070 (L).

Despite the solid size, inside the car is not so spacious. Because of the bulky dashboard, the driver has to sit as if in the cockpit of a sports car. However, the interior does not become less comfortable from this.

The standard equipment of the model includes power accessories, a multifunctional steering wheel, a climate control system and automatic seat adjustments. A sports package was also offered for an additional fee, which included sports seats, special interior trim and unique 18-inch wheels, as well as a monitor and a cell phone for passengers sitting in the back.

At one time, the BMW 7-Series E38 was considered one of the best cars in terms of safety. The cabin has several airbags, as well as a Head Protection system.

The latter is a kind of inflatable umbrella that provides protection for the heads of front passengers. Also worth mentioning is the Dynamic Stability Control system and built-in sensors that automatically open the doors in the event of a serious accident.

The "Seven" in the back of the E38 was produced until 2001. Over the years of production of the model, more than 340,000 copies rolled off the assembly line. The sedan was in demand in many countries of the world, and even "played" in several cult films of the early 2000s.

So, the car was featured in Luc Besson's film "The Carrier", and in Russia the BMW 7-Series E38 was nicknamed "Boomer" for a long time thanks to the film of the same name by Pyotr Buslov.

Today you can buy a BMW 7 E38 in the secondary market at an average price of 200,000 to 800,000 rubles, depending on the configuration, year of manufacture, modification and general condition.

BMW 7 Series E38

There are a lot of instructions on the net for purchasing a used E38 “seven”, describing the main problems and where to look. However, after acquiring the first non-new BMW (and especially the e38), many do not even fully understand what they want from the purchase, and even more so they do not suspect what difficulties they may encounter after the acquisition.

This article describes the differences between the models, all engine options, options in the interior and exterior, and also talks about the features of the Individual and Highline versions. Well, all the most common “sores” are described.

BMW seventh series in the back of the E38 - wonderful cars, moreover, and very affordable. But the first drawback is that most motors fall into the most expensive category of transport tax (150r / hp).

Cars of this model are very different in character - from the modest 728i to the frisky and "sharp" 740i Sport and the sophisticated 750iL. Over the entire period of production of the car, there have been many changes in the design and interior design. The main engines: in-line "six", V8 and V12, were produced in a variety of options.

The E38 has three distinct generations, the earliest appeared in 1994, with V8 engines from the previous “seven” E32 (M60). At that time, these were fairly modern engines, they appeared in 1992. The same engine control unit (DME 3.3) was used, and an automatic 5-speed gearbox from the E32. A little later, the V12 also appeared, when the old M70 engine was upgraded, increasing the displacement, and renamed the M73.

The first major upgrade took place in 1996, when the V8 engines were greatly improved and in-line “sixes” appeared. Eight-cylinder engines grew in volume - up to 3.5 and 4.4 liters (models 735i and 740i respectively) and were renamed M62, and the 730i was replaced by 728i, with a completely new L6 engine, very different from the previous M30.

The next upgrade took place in 1998, all engines were again improved (except for the M73, which has undergone minimal changes). The 728th (M52) motor was now equipped with a dual Vanos system, and it was no longer equipped with a nikasil coating. V8 engines also began to be equipped with the Vanos valve timing system (it “turned” the camshaft responsible for opening the intake valves), which made it possible to make the torque “shelf” more even and increase it at the peak by 20 newton meters. The power was left the same (286 forces) so as not to compete with the 750th.

Modernization touched not only engines, the list of options also changed a lot from year to year. The full list of BMW options is huge, and a fully equipped car can cost twice as much as an “empty” one with the same engine. In addition to standard options, such as satellite navigation and a TV tuner, the client could order something from the Individual list. So in the secondary market you can come across an instance with a rare Individual body color, but with a standard trim, and vice versa.

Engines and dynamic characteristics.

M52 inline-six on the 728i.

The smallest unit was installed on the 728i. An early version of the M52B28 had a nickel-plated finish, and was equipped with a variable valve timing system for intake valves only. The motor was very different from its predecessor, the M30. Block - aluminum, two camshafts in the block head, 24 valves, sequential injection and six ignition coils. Power was 186 hp.

96-98 engines are virtually indestructible, but suffer from Vanos issues that cause rough idle. In September 1998, the M52TUB28 was introduced, it was assembled without the use of Nikasil, and the Vanos system became double. Improvements allowed to reduce fuel consumption and make the engine more elastic, so the later 728 models are a little more pleasant for the driver.

The 728i isn't fast, but it isn't slow either. The car starts quite briskly, but quickly fizzles out (compared to the rest of the E38), do not forget that in the 90s, most cars were much weaker and slower. On the highway, the 728i can still surprise you with its dynamics at high speeds. Since the engine is the smallest in the E38, it is also the lightest, so the 728i steers very well (and this is with a weight of under 2 tons!), And in terms of handling it can compete with modern “semi-sports” cars, not to mention the cars of the 90s . The Sport version has changed gear ratios in the gearbox and in the main pair, so it accelerates a little faster.

In general, the 728i is a great “freeway eater”, which also pleases with fuel consumption (7-8 liters on the highway).

V8 engines (M60 and M62) were installed on 730i, 735i, 740i.

All V8 engines were advanced for their time: 4 camshafts in the block heads, 32 valves, sequential injection, 8 coils in the ignition system. The first E38 V8s received engines from the E32 (M60), in particular the 730i and 740i - 3.0 and 4.0 liters of working volume, respectively.

These units had a nikasil coating, and with the advent of the M62 engines, the prices of cars with old engines dropped noticeably. But now the problem with Nikasil is no longer relevant, and in terms of reliability, the M60 is in no way inferior to the M62.

In 1996, the M60 was replaced by the M62, the volume increased to 3.5 and 4.4 liters. for 735i and 740i respectively. These engines already used a new cylinder wall coating - Alusil, which was supposed to increase their wear resistance. The motors received the M62B35 and M62B44 indices, developing 235 and 286 hp. It is worth noting that at low speeds the motors are sluggish, developing full power only closer to the red zone of the tachometer.

In September 1998, the M62TUB35 and M62TUB44 were introduced. They differed only in the modified Vanos system, which now also affected the exhaust camshafts. The result is a smoother “pickup” from low revs, the same power and an additional 20 N / m of torque from the 4.4l engine. Idle speeds became a little smoother, fuel consumption decreased slightly. The engine upgrade coincided with the E38 facelift and price increases.

Model 730i (1994-1996) does not differ from 728i in terms of dynamics, but consumes more fuel (by 0.5-1 l on the highway). The 735i version is faster than both, but not by much. From the traffic light, the dynamics are not bad, but the pre-styling versions (without double Vanos) drive well only after 4000 rpm and in the sport mode of the automatic transmission.

The 740i is already in a different league, the M60B40 engine in the early versions (1994-1996) although it needs to be “spun” for full return, but still 4 liters of volume do their job, and the car “bullets”. With the M62TUB44 engine (cars after the September 1998 facelift), they already resemble a rocket with their dynamics. But on them it is very dangerous to turn off the stabilization system (DSC) on wet or slippery surfaces, as the rear axle can quickly leave “in the wrong direction”. On the highway, fuel consumption is almost the same as the 735i, you can keep within 8-9 liters. With the advent of the double-vanos system, they also began to install a “smart” thermostat, which allows you to keep the engine temperature higher while driving evenly on the highway. Although the 740 can also go very smoothly and measuredly, if you need a car for leisurely walks, the 728i is more suitable.

V12 engine (M73) on the 750i.

pictured is a 1998 750i with an M73B54 engine.

M73 engines are incredibly reliable, and mainly due to the simplicity of design. All six-eight-cylinder E38 engines have two camshafts per block head and 4 valves per cylinder. Here - only two valves and one camshaft. The engine was produced in two versions - M73B54 and M73TUB54, both gave out 326 hp. and 490 nm The difference between them is in the control unit, there are almost no differences in the mechanical part. Both versions inherited the M70 ignition system with two coils and distributors, and this can be called the weak side of the motor.

The M73 is very powerful and torquey, so the character of the 740i and 750i models is very different. The “late” 740i with Vanos are dynamic, nimble cars, on which it’s nice to once again press the “slipper on the floor” and listen to the engine, and the 750i is not at all slower, and at the same time much calmer, “refined”, the engine sound and thrust resembles a diesel locomotive. The main disadvantage of the V12 is the monstrous fuel consumption, it is slightly less on the TUB engine, but still extremely high. On paper, the dynamics of the 750i and later 740i are almost identical, but there's no drama in overclocking the 750. But a kind of pleasure from the thrust of a naturally aspirated engine with a volume of 5.4 liters cannot be replaced by anything! And to have a car with twelve cylinders under the hood is very honorable.

Differences between models before and after the facelift.

Exterior.

Updated cars have been produced since September 1998, but the date of the first registration may be much later. For example, there are many cars allegedly made in 1999, which are actually pre-styling. Updated cars can be distinguished primarily by headlights and taillights.

Initially, the taillights were plastic, and suffered from depressurization (sometimes water accumulated in them, and holes had to be drilled to remove it). They were replaced with glass for the 1999 model year, and the turn signals were still orange. Since 2000, they have been updated again, the turn signal glass has become transparent.

The headlights have also changed a lot. The design itself became glass (instead of plastic), and decreased in height, so the front fenders also became different. A new design has appeared - the lower part received “roundness”, while the old one had a straight lower edge. The internal design of the headlights has not changed much.

If replacing the taillights with restyled ones is very simple (they are mounted on four bolts), then you will have to tinker with the headlights. The size of the turn signals is noticeably different, and if you just install a new headlight, there will be a noticeable gap. To remove it, you either need to modify / replace the front fenders (not the cheapest pleasure), or leave the old turn signal blocks, “disguising” them with paint around the edges under the new ones. (Similar activities were done in Europe 🙂) restyled car.

Mechanical part and electronic systems.

In the process of updating the E38 in 1998, the electronic components were upgraded. The ABS, DSC (stabilization system) and ASC (traction control) systems have changed a lot. Initially, they were all separate components. In the 740i model after 1998, they were placed in one electronic unit, located at the ABS unit. The cruise control system, idle valve and ASC system components were combined into one EML system (electronic throttle control system), and in the 750i this happened back in 1988 on the E32 model. Mechanical changes in the engine (improvement of Vanos) are described above.

Salon equipment.

Armchairs. Three types of seats and many additional options were installed on cars - ventilation, heating, and even a massager.

- very comfortable, but they lack lateral support a little. The range of settings is very wide. As an additional option, they can be equipped with heating.

- they are distinguished by additional adjustable lumbar support, also the back of the chair can be bent at the top.

Sports (anatomical) seats- have the same set of adjustments as the comfort ones, but also have adjustable hip support - part of the seat cushion can be moved forward. The seats were installed on all models of the Sport version.

Seat heating - installed as an add. option for all types. The heating system consists of two containers with a special fluid that is constantly circulating. At the same time, the seat surface changed slightly, which could confuse an unprepared driver.

Seat ventilation - quite rare, helps in hot weather.

Center console, audio system, trip computer.

Three main versions of the center console:

The multimedia system could combine many functions: navigation, TV tuner, telephone and on-board computer, without a monitor all these functions (except for the telephone) were not available. And if it is more or less possible to install a system with 4:3 instead of the base one, then with 16:9 the situation is much more complicated.

In the case of replacing a 4: 3 monitor with a large one, less fuss is required. But at the same time, you will have to change the video module (located in the trunk) to use all the capabilities of the multimedia system.

Navigation system versions.

Three navigation versions were installed on the E38: MKI, MKII and MK3. If you come across a car with MK4, then the owner installed this system himself, which is not a difficult task. And MK4 works much faster (but it is worth noting that all systems today are hopelessly outdated).

MK1 installed on early models, the system “spoke” with a male voice, and for its time was advanced and sophisticated. It consisted of a head unit, a GPS unit, a magnetic direction sensor and an antenna. She worked very slowly, and often "lost her bearings."

MK2 became a little faster, the magnetic sensor was replaced with a gyro sensor built into the head unit. The GPS unit and antenna were still separate. The Mk2 system appeared in 1998, and at first it was often buggy, "hanging" the entire multimedia system, so that none of the monitor's functions worked.

MK3 appeared in 2000 and became faster again. The GPS module in it is built into the head unit, only the antenna remained external. In this version, the system no longer “hangs”. Maps could be updated. When using a large 16:9 monitor, there is a new split-screen mode, which simultaneously displays the map and direction indicators.

MK4 the system was equipped with a DVD disc, worked an order of magnitude faster than its predecessors. The entire map of Europe was already placed on the disk, and not individual countries, as in previous versions. There was also a view function with a perspective (a view of the “top-rear” of the car, and not just from above).

Differences between Sport, Individual and Highline versions.

Sport version extremely rare, but despite this, every second advertisement for the sale of E38 (in Europe) contains exactly this word. The main differences cannot be seen with the eye - these are other gear ratios in the gearbox and the main pair (option code S204A). The difference on paper is 0.1s in acceleration to a hundred, but it feels like the car goes much faster than usual.

But the steering wheel and wheels with the M badge are very often found on ordinary cars, which never turns them into Sport. Here is a list of options that have always been installed on these special versions:

M-style wheels with parallel spokes (37th design)
Shadow line bodywork
Sports steering wheel with M badge
Suspension S-EDC, or lowered sport suspension (without stiffness adjustment)

Obviously, it is impossible to see the other main pair in the rear differential, only the decoding of the VIN code and the list of options for a particular car will help.

Individual/Highline versions.

The E32 Series 7's Highline version was super-exclusive, with stunning interior trim (using natural wood), drop-down tables, rear-row lighting, and even a refrigerator between the rear seats. The E38 did not have a separate version of the Highline, but in the list of available options, you could choose almost everything that the E32 had.

But what is the Individual version? This is a car that has options that are not in the standard list. You can distinguish this version primarily by the plate with the VIN code on the front “cup” under the hood. Be sure to present the inscription Individual.

What are the options from the Individual list? It can be a non-standard body color, interior trim material (Nappa leather), door sills with Individual inscription, and much more. All this makes the car more rare, and, accordingly, increases its value.

List of standard add. equipment.

The most interesting is the system S-EDC . With a standard soft suspension, the car may seem too “rolly” to many, and it is very unpleasant to ride on a hard suspension from Alpina on poor coverage. Suspension with S-EDC automatically adjusts the damping force in real time to the specific driving situation. Or you can manually turn on the sport mode, so that the car will be controlled no worse than the Alpina. The system is very complex, so finding a car with a working EDC is a real stroke of luck. The system includes many electronic components, acceleration sensors, rudder position sensors, etc. The shock absorbers have three hydraulic valves, the whole system is controlled by a separate electronic unit. With this system, there will be an S-EDC button on the center console. The system was installed on all versions of Sport.

Another useful option is PDC (Park Distance Control) - parktronic. For a hefty car, an irreplaceable thing. The system has four sensors in the front and rear bumpers. sensors often fail, but are not very expensive.

The hydraulic drive of the trunk lid is also a nice option, which is very difficult to install on an “empty” car.

But the tire pressure monitoring system (RDS) is not so desirable - but do not confuse it with the “Tyre failure system”, which signals a flat tire by receiving information from the ABS sensors. RDS is much more complex, it was used on cars with RunFlat tires, included pressure sensors in the wheels themselves, temperature sensors, transmitters, antennas in the wheel arches. etc. The wheel sensors used their own battery, which over the years became unusable, and the entire sensor had to be replaced.

In the event of a malfunction, the system constantly generated an error “Check tire pressure”, at normal pressure. So it can be considered useless and harmful.

Also installed on the car: a steering wheel with electric adjustment and memory function, auto-dimming side mirrors, voice control, bluetooth, a rain sensor, and much more. even by today's standards, a twenty-year-old car is very well equipped.

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At the moment, BMW cars in the E38 body are “almost youngtimers”, with a beautiful body design (especially in comparison with subsequent “sevens”), a very pleasant price, relatively affordable spare parts, and they are modern enough to move around in comfort. everyday. So cars (or rather, a few “live” copies) will soon move into the collection category.

Flight Translation

Production of the third 7th series E38

Production history: Production period 1993-2001 Total production 327,599

Modifications	728i	730i	735i	740i	750i	725tds	730d	740d	Total for a year	car kits
1993		22		25	3				50
1994		10 895		18 829	1 351				31 075	24
1995	3 836	10 823	70	26 745	7 652	18			49 144	888
1996	8 920	346	6 531	26 070	3 453	4 837			50 157	264
1997	9 044		6 526	26 505	3 901	2 920			48 896	180
1998	9 201		5 440	25 174	3 703	1 190	1 833	22	46 563
1999	5 328		4 361	22 250	2 462	82	4 010	1 525	40 018
2000	5 516		3 598	22 097	2 048	6	4 238	1 477	38 980
2001	3 918		1 679	12 438	644		2 255	426	21 360
Total	45 763	22 086	28 205	180 133	25 217	9 053	12 336	3 450	1 356
Grand total:									326 243
Grand total, including car kits:									327 599

Gallery BMW L7 (760i) Karl Lagerfeld Edition

X-ray diagram of BMW E38 security systems

BMW E38 Convertible (Cabrio)

A photograph of the BMW 7 Series in the body of an E38 with an open top, the first time I came across somewhere in 2002. The American company NCE specializes in the refinement of cars, turning everything that cannot logically be a convertible into a convertible. Looking for a certain photo on the computer, I decided after a decade and a half to drive a BMW E38 NCE into a google search and still photos of only a few cars and all of a small terrible quality. That is, there were apparently not many orders for the E38, and the photographs were rather taken on soap dishes and also scanned into a computer.

Interior BMW E38 Convertible

Participation was not accepted. It seemed to me that for someone who wants to get a real "membership" at their disposal, all these thoughts about the cost of operation, breakdowns and engines are completely unnecessary. But it turns out that there is still a demand for information on these machines. There are those who are ready to buy such a car for themselves and start asking the right questions.

And the first car of this class, which we will consider in the “Used Cars” section, will be the legendary “seven” from BMW in the back of the E38, which is immortalized not in jokes, like the Mercedes W140, but in films and newsreels. Oddly enough, it was BMW, always standing apart in its class and often in the shadow of the eternal competitor from Stuttgart, that turned out to be the most in demand in the secondary market, when not hired drivers, but fans of these cars got behind the wheel.

You can talk for a long time about approaches to handling and comfort of the driver and passengers, but it was the commercially successful W140 that lost the race for sympathy with one goal. By the way, his successor, W220, took into account this mistake and tried to change. But about what happened with the Stuttgarters, in another article, and now - about the E38 in all its guises.

Technique

Talking about the comfort and excellent driving performance of the Bavarian is a thankless task. Anyone who knows about all this firsthand will be indignant at the paucity of description. Anyone who is not in the know is tormented to read all this. This is a car with a capital "B", for short. If literally a little more, then the car is completely classic in design.

Steel body, completely traditional shapes and very stylish design. Three wheelbase options - standard, iL cars with an addition to the base length of 140 mm and an even longer L7, already stretched by all 390 mm, but because of this, the car looks different. The insert between the front and rear doors is clearly visible, while the usual elongated version looks much more harmonious - it just has a longer tailgate.

The drive is always rear. Suspension and steering are also not fraught with anything unusual - "MacPherson" in front (yes, it is he, and not a double-lever, as it is written on most resources, just check the catalogs and see for yourself) and multi-link suspension with an integral arm at the rear. And no racks, a conventional steering gear with Servotronic amplifier.

Inside - a paradise for the driver and passengers, the whole groves of trees of valuable species and herds of cows go to decorate the cabin. Of course, already in the database it’s very “bohat”, and everything was possible to order - from separate rear seats with curtains and Nakamishi music to changers, a cell phone, navigation systems with a color display and a TV. For the first time, the BMW Assist control system and “safety curtains” appeared here, which serve to prevent head injury in the event of a side impact and coup.

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The trunk is considered small, but it is enough for a standard refrigerator and a subwoofer for non-standard music. By the way, the interior acoustics are very good, especially in versions with double glazing, which was offered as an option. In general, at the time of its introduction in 1994 and until the end of production in 2001, the car personified luxury and comfort, a little restrained by the brand's traditional driving ambitions.

Yes, in addition to Servotronic, there are many other electronic assistants. It was on the “seven” that a full-fledged stabilization system first appeared, and in the future, setting up the system on all Bavarian cars will inherit its character, when “by default” the electronics allow you to “be smart” and catch on only at serious slip angles. Adaptive dampers and a body leveling system were also on the options list. And, of course, the car received at its disposal the most advanced five-speed automatic transmission from ZF with electronic control, and later automatic transmission from GM. How does all this splendor work 15-20 years after the car left the assembly line? This is a very interesting question.

Breakdowns and problems in operation

Motors

Bavarian engines on the E38 are from that generation that cannot be called very problematic. The car was only slightly affected by the nikasil scandal on the M52 and M60, but in our conditions nikasil is the preferred material for coating the cylinder block, and motors usually break down not due to simple wear.

The main engines on the "seven" are a V8 with a volume of three to 4.4 liters and engines of the M60 and M62 series. I have repeatedly written about them and I will only note that these are one of the most successful passenger "eights" in principle. And the M60 is a little more reliable than the heir due to more. The series has also already been reviewed in reviews of earlier models and is similarly considered one of the most reliable.

The main problems of all engines under the hood of BMW are overheating and breakdowns of various sensors. Overheating is usually the result of clogged radiators, faulty viscous couplings, and generally inaccurate operation of a powerful motor. For the seventh series, the problem is more pronounced than for younger cars, because service limousines often idle for hours in winter and summer, waiting for their only passenger, and all the troubles “crawl out” earlier.

Unfortunately, the consequences are not always completely eliminated, and a substantial part of cars with aged V8 engines clearly bear traces of several overheatings with all their attendant troubles - stuck rings, swollen and unreliable cooling system pipes ... Typical problems for all engines are weak ignition modules and limited service life of lambda sensors. Otherwise, you have both a chance to get an excellent engine with a range of three hundred thousand kilometers, and a completely “dead” one with piston and “knee” seizures, although it could only run one and a half hundred.

The 750 and 750iL featured a previously unreviewed M73 series V12 engine, which traces its lineage to the M70, which, in turn, is suspiciously similar in design to a pair of M30 series “sixes” connected together. Despite its gigantic dimensions and 12 cylinders, the engine is relatively simple in design, there are only 2 valves per cylinder and until 98 there were no newfangled trends in the form of high-temperature controlled thermostats and Vanos.

The more recent version of the M73N motor was equipped with bells and whistles and raised the operating temperature, but this did not greatly affect reliability - the resource is still unlimited, thanks to a small degree of forcing and high quality workmanship.

Diesel engines are relatively rare, and these are again old acquaintances in the face of the 2.5-liter M51 series engine and the very common M57 series turbodiesel. The first one is frankly weak for a heavy car, and its character is not very fighting, but the more voluminous M57 must be recognized as extremely successful engines for these machines. The only bad thing is that they relied on a far from ideal American “automatic” as a gearbox.

transmissions

Here, too, everything is without surprises: mechanical gearboxes, cardan shafts and rear gear are very reliable. Even a self-locking differential easily endures the “forgetfulness” of a number of owners who have not changed the oil in it for years, since drifting on the “sevens” is extremely rare. And the automatic transmissions here are mainly from the very reliable ZF 5HP24 and 5HP19 series, which have been repeatedly.

These units were at the forefront of progress at one time and look good even now. True, they have problems almost like modern automatic transmissions - and the associated oil pollution, overheating of the boxes during hard operation and a relatively short oil life. But most often the boxes fail due to the fault of the owners who are afraid to change the oil, and because of "generic" problems. So conditionally, these automatic transmissions can be considered almost eternal.

But the GM gearbox, which is rarely found on six-cylinder engines, does not please with reliability, and I already wrote why - the vane pump does not like high speeds and dirty oil, and after pressure loss, the number of possible problems increases significantly. But at the moment, these boxes have been mastered for repair, and their replacement with ZF has also been worked out.

Body

No steel or paint has been spared for the flagship sedan, and a solid part of the cars still look very good. The key to good body health is warm parking lots and regular visits to the car wash. The class is required. If corrosion damage occurs, it is primarily on the thresholds, doors and wheel arches. And also the attachment points of the rear subframe on powerful machines with top-end engines.

Mostly suffer from specimens that have long passed into the use of private traders or have worked accompanied, with the inevitable rubbing, sandblasting and harsh operating conditions. The high price of most body parts at the low price of the cars themselves often makes the owners "cut", which primarily affects the condition of the plastic body parts and chrome elements.

A set of exterior plastics in excellent condition can cost more than half the price of an old car, and even with no corrosion and good paintwork, bringing the appearance to the original will make you spend money. The cost of optics, mirrors, antennas and a variety of caps and hatches can also be disheartening. The prices are lower than for a new car, but only one and a half to two times, there is almost no non-original choice, the choice of “used” ones during analysis is also small, and the condition of the parts itself usually does not shine. A good kit, say, from England, you have to wait, and its price will also be far from sparing.

Salon and electrics

The interior and electrical equipment of the car, on the one hand, are executed at a very high level, and on the other hand, they are still the main suppliers of minor and not very problems. Richly equipped specimens have a huge number of different interior options, which will inevitably require repairs in the end, and not always a matter of price. Often, a replacement for a broken unit simply cannot be purchased in a reasonable time and not very reasonable money.

Fortunately, critical breakdowns here can only occur in the climate control unit, the dashboard and a pair of control units - the main unit and the on-board control system unit, which can still be purchased new for about fifty thousand rubles a pair. But a car with a bunch of non-working electronics is not at all like a dream car, and the price for it, accordingly, is falling, because bringing it to a “live” state will require both effort and money.

Electrical problems include very unpleasant troubles with the “smart” Servotronic steering system, with the ABS unit, which also carries out the functions of the dynamic stabilization system, the actual problems of engine compartment wiring of cars and a number of troubles that arise with engine sensors.

Chassis

The reliability of the suspensions on the "sevens" is, if not exemplary, then very good by the standards of the company. The front suspension, after a complete overhaul and careful operation, can go through one and a half hundred thousand, and the rear one can usually withstand 40-60 thousand, which can be considered a worthy result for a very heavy car with good handling.

However, during hard use, which was typical for official cars, the suspensions performed worse, requiring regular attention, in contrast to. The cost of components for repair is quite reasonable, and only a complete overhaul or replacement of the rear integral arm assembly after an accident or replacement of active suspension shock absorbers will require serious expenses. But instead of them, standard ones are most often installed - due to the extremely high cost of original spare parts.

The steering gear is unpretentious, but its repair is expensive - most often, when a backlash appears, it is replaced with a contract one. However, the total cost of steering maintenance is not cheap at all, if high-quality components are used. The control module sometimes fails: both the control unit itself and the gearbox valve block, in which the motor and force control valves can break down, can throw problems. Fortunately, now they have learned how to repair the module, restoration “according to the dealer’s technology”, i.e. with the replacement of the entire steering gear - extremely expensive.

As with all old BMW models, first of all, you need to try not to get into a criminal car - you should check the coincidence of all VIN numbers on the body and the compliance of the configuration “by VIN” and in fact. As well as the presence of traces of welding spars and other problems associated with alterations.

Secondly, just decide how many hundreds of thousands you want to spend on a car per year. Yes, hundreds, not tens. If one or two, then late copies with V8 engines are at your service, without any special “bells and whistles” and in good condition. If more, then you just need to take a car with the necessary set of options and not “killed”.

If there is not much free money, but you still want to play the lottery, then look for a pre-styling car with 3-liter M52 or M60 engines or a restyled "American" with M62 3.5 - such versions have minimal taxes, and with expenses for everything else - how lucky.

But it is strongly recommended that you familiarize yourself with the knowledge base on the E38 on specialized resources before buying - this will allow you not only to get an idea of ​​how much the repair will cost, but also that the car may already be “instructed”. And the list is huge, almost all nodes require attention. It is likely that this will save you from a rash purchase, and the dream will remain just a dream.

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