Maintenance 3.0 vs 4.4 vs X3

[ylwjacket]

As some of you, unfortunate circumstances are putting me in the car market.

I am going to be looking at E53's mostly, but will also look at X3's.

It seems, for whatever reason, there are a lot of 4.4's near me, priced better than 3.0's.

So, my question is - are they about the same in terms of maintenance cycles and needs?

Also, does anyone know how the E53 compares to comparable age X3's?

Thanks much.

[ylwjacket]

After reading about timing chain issues on the 4.4, think I'll stick to the 3.0. By now, I know the 3.0 pretty well anyways, so I've been through many (not all though) of the main things that need to be replaced.

[Qsilver7]

The e53 4.4 came in two different versions. The pre facelift (2000-03) used the M62TU V8...the facelift (2004-06) used the new generation N62 V8 engine.

You gave no model year range. Each engine has its own issues...it just depends on which one you want to deal with. The M54 I6 has its VANOS issues, the M62 has its timing chain issues, & the N62 has its valve stem seals & intermediate lever issues.

Pick your medicine.

[richardb]

I'd go for the 3.0i its easier to work on and definitely more affordable.

Here's a playlist of 3.0i maintenance videos after one year of ownership:

https://www.youtube.com/playlist?lis...BoZOPEauRHskow

[upallnight]

Different trans were used between the I6 and the V8. I6 used a GM trans and V8 used a ZF trans. I think the ZF trans are more problematic than the GM trans. Also some V8 used the very expensive water cooled alternator whereas M54 engine used a cheaper alternator.

[ylwjacket]

Originally Posted by upallnight

Different trans were used between the I6 and the V8. I6 used a GM trans and V8 used a ZF trans. I think the ZF trans are more problematic than the GM trans. Also some V8 used the very expensive water cooled alternator whereas M54 engine used a cheaper alternator.

Thanks. I'm pretty familiar with the 3.0 by now, so I'll probably go that route.

It is interesting that many of the 4.4's that I see are cheaper than 3.0's.

[X53Jay4.8is]

Originally Posted by ylwjacket

Thanks. I'm pretty familiar with the 3.0 by now, so I'll probably go that route.

It is interesting that many of the 4.4's that I see are cheaper than 3.0's.

Yes the 3.0L will require less maintenance than the V8s.

[dkl]

Originally Posted by Qsilver7

The M54 I6 has its VANOS issues

What VANOS issues are you referring to on the M54?

[bcredliner]

A well maintained, lower mileage and documented 3.0 or 4.4 vehicles that passes a stringent PPI would be at the top of my list. All things being equal other than price--consider the lower price vehicle as having a 'bank account' for potential future issues. If you intend to keep the vehicle a fairly long time it is important you try to learn how to take care of any future problems yourself or to can quickly become a bad investment. Assuming you find a 3.0 that passes the criteria, even though logic says the 3.0 is a wiser investment, it is really an educated guess.

[srmmmm]

Originally Posted by dkl

What VANOS issues are you referring to on the M54?

I haven't had any VANOS problems show up on mine. Here's the complete maintenance & repair activity on mine as of 310,600 miles.

On a regular basis:

> Rotate tires, inspect pads & Rotors, CV boots, general lookover every 5000 miles
> Oil / Filter change every 8000 miles
> Brake fluid flush every 30,000 miles
> Replace belts and clean CCV every 100,000 miles
> Replace differential and transfer case fluid every 100,000 miles
> Replace sparkplugs every 120,000 miles
> Replace expansion tank, coolant and hoses every 150,000 miles
> Replace bake pads every 163,000 miles (Akebono ceramics)
> Replace rotors??? (242,000 miles on current Brembos)

My unplanned repairs have included:

> Front axles at 60,000 miles (Prior owner didn't maintain CV boots)
> FSR at 78,000 miles
> Two sparkplug coils and accessory belt tensioner at 124,000 miles
> Alternator at 126,000 miles
> Front driveshaft at 136,000 (used a salvage transfer case for cost savings)
> FSR (again) at 159,000 miles
> Thermostat at 176,000 miles
> Rear differential seal at 200,000 miles
> Secondary air pump at 224,000 miles
> Rear suspension bushings and upper control arms at 242,000 miles
> Thermostat (again) at 245,000 miles - at least it was warranty this time
> Steering column double U-Joint shaft at 245,000 miles
> Valve cover gasket at 245,000 miles
> Both fuel tank sending units, fuel pump and canister at 245,000 miles
> Aux fan when the harness got chewed up in the mechanical fan and shorted out at 259,000 miles
> Pre-cat O2 sensors at 260,400 miles
> Water pump at 262,800 miles
> DISA Valve and MAF at 263,800 miles
> Thermostat (again) at 299,00 miles (don’t know what’s going on with these)
> Driver door handle carrier replaced a second time at 310,600 miles (thought they had these fixed finally)
> Intermediate accessory belt pulley at 310,600 miles


The "Expected" replacements have been:

> All four window regulators
> Driver door handle carrier
> Front axle outer CV boots (each side one time)
> Front tension struts

All in all, except for the front driveshaft job that cost $4200, I have really been happy with the vehicle. It doesn't get babied, but I do monitor and maintain it. I think a lot of my good fortune is due to four things: I live in Texas with short winters so I don't have a lot of the CCV condensation problems, my daily commute is 60 miles so the engine oil always reaches full operating temperature, I run the "M" series viscosity engine oil from May through September when I my driving includes 3000 miles of towing a 1400 pound Waverunner and trailer, and I stick with Shell gasoline.

Additionally, I don't change the transmission fluid! I'm a firm believer in leaving it alone and simply installing a full re-manufactured transmission if it ever becomes necessary.


2002 X5 3.0 310,600 miles