Angel eyes bmw e34
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BMW E34 5-SERIES REVIEW
BMW’s Angel eyes bmw e34 third generation 5 Series was the E34, in production from 1988 to 1995. Though earlier BMWs suffered from dubious reliability, this one was a cracker. It was also a very neat design, which worked superbly as either a saloon or ‘Touring’ estate.
There was no shortage of options for this model, which opened with the four-cylinder 518i (it means 1.8-litre injection), went on through small-block sixes (520i and 525i) to big-block sixes (530i, 535i), all the way up to V8s (later 530i, 540i). There were also some
damn good six-cylinder turbodiesels (525td and intercooled 525tds).
These were practical everyday saloons that were also entertaining to drive in bigger-engined form. Buy one now and marvel at what Angel eyes bmw e34 achieved.
There’s not much that goes wrong with an E34’s bodywork, although you will probably find stonechips around the nose. If they have already rusted, the car hasn’t been looked
after carefully. Blocked drain holes allow water to collect in the door bottoms, and eventually this becomes a problem.
Otherwise, Angel eyes bmw e34 rust is practically non-existent. If you do find some, suspect an accident repair done on the cheap. There are plenty of E34s around, so avoid any seriously rusty examples, except maybe as a source of spares.
Peculiar to Britain were the 525i Sport models, with an M Technic bodykit of sills, spoilers and aprons (along with lowered suspension, sports seats, and other extras). These were attractively priced, and were often bought by people who wanted a bigger-engined E34 but couldn’t afford it. Lots of them were used very hard, so take appropriate caution when viewing one.
Engines were always BMW’s great strength, but we’d recommend a six or a V8. Interesting cars start with the 525i and upwards. All engines (even the diesels) are astonishingly smooth and refined when in tip-top condition. Look out, though: the rip-roaring 535i attracted the drive-it-into-the-ground brigade and many have been thrashed. Head gaskets and water pumps are weaknesses on these big sixes, so check the service history and look for overheating and roughness.
The early small sixes (520i and 525i) had belt-driven camshafts, and the belts need changing about every 30,000 miles. Like the bigger sixes, these cars are also prone to water pump problems, so check the service history. Later four-valve cars have chain-driven camshafts.
In Britain, the early V8s got a bad reputation when the high sulphur content of our petrol wore the Nikasil bore linings prematurely. BMW changed a lot of engines under warranty, and later V8s have Alusil linings which don’t suffer the same way. Bore wear isn’t a particular problem today.
Typically, a bigger-engined Angel eyes bmw e34 will have a four-speed ZF automatic with lock-up top gear (which reduces slip and fuel wastage). These transmissions have an excellent reputation, but when worn will slip on upchanges. Later variants had improved internals to deal with this weakness, and exchange gearboxes are readily available from specialists – mostly re-built with the improved components. The V8s have five-speed overdrive autos, which are fairly bullet-proof.
Check the brake discs for any signs of wear or scoring, especially on the bigger-engined cars, which tended to get used harder. The front suspension deserves very close examination. Worn ball-joints cause the steering to feel sloppy, but imprecise steering feel may also result from worn bushes; front-end shimmy under braking will confirm that’s the problem. Note that the later bushes are longer-lived than the originals, with which they are fully interchangeable. Bushes can wear at the back end, too, and you’ll know it’s time for replacements if you can hear a knocking noise on either acceleration or deceleration.
Rare and complex – but highly desirable – is the 525iX model, with rear-biased, computer-controlled four-wheel drive. Check that it all works properly.
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