2003 BMW 3 Series Engine Problems

THE COOLING FANS EXPLODED AFTER I STARTED MY CAR UP FOLLOWING COOLANT FLUID LEAKING OUT THE BOTTOM OF A HOSE WITH NO WARNING SIGNS SHOWING THE CAR OVER HEATING IN THE END RESULT.

TL* THE CONTACT OWNED A 2003 BMW 330XI. WHILE THE VEHICLE WAS PARKED AT THE CONTACT'S JOB, THE FRONT END CAUGHT FIRE. THERE WERE NO WARNING INDICATORS ILLUMINATED. THE CONTACT STATED THAT THE POWER STEERING PUMP WAS REPLACED DAYS BEFORE THE FIRE, BUT IT WAS UNKNOWN IF THE REPAIR CONTRIBUTED TO THE FIRE. THERE WERE NO INJURIES. THE FIRE DEPARTMENT WAS CALLED AND EXTINGUISHED THE FIRE. THE VEHICLE WAS DESTROYED, BUT NOT TOWED. THE FIRE DEPARTMENT INFORMED THE CONTACT THAT ONCE A POLICE REPORT WAS FILED, THEY COULD DISCLOSE SPECIFICALLY WHERE THE FIRE ORIGINATED. THE DEALER AND MANUFACTURER WERE NOT NOTIFIED. THE FAILURE MILEAGE WAS 106,000.

2003 BMW 325I LOW FUEL STALL

TL* THE CONTACT OWNS A 2003 BMW 325I. WHEN THE CONTACT TOOK THE VEHICLE TO BE SMOGGED, THE CONTACT WAS INFORMED THAT FUEL WAS LEAKING FROM THE FUEL TANK. THE CONTACT STATED THAT THE CHECK ENGINE WARNING INDICATOR ILLUMINATED. THE VEHICLE WAS TOWED TO THE DEALER WHERE IT WAS DIAGNOSED THAT THE FUEL TANK NEEDED TO BE REPLACED. THE VEHICLE WAS NOT REPAIRED. THE MANUFACTURER WAS NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 145,000.

TL* THE CONTACT OWNS A 2003 BMW 3251. THE CONTACT STATED THAT WHILE DRIVING AT VARIOUS SPEED, THE VEHICLE STALLED WITHOUT WARNING. THE VEHICLE WAS ABLE TO RESTART. IN ADDITION, THE CONTACT NOTICED A STRONG ABNORMAL ODOR FROM THE REAR OF THE VEHICLE. THE VEHICLE WAS TAKEN TO A DEALER WHERE IT WAS DIAGNOSED THAT THE COIL CYLINDER NEEDED TO BE REPAIRED. THE VEHICLE WAS REPAIRED HOWEVER, THE FAILURE PERSISTED. THE MANUFACTURER WAS NOT NOTIFIED OF THE FAILURE. THE APPROXIMATE FAILURE MILEAGE WAS 92,000.

TL* THE CONTACT OWNS A 2003 BMW 325XI. WHILE DRIVING AT APPROXIMATELY 50 MPH, SMOKE APPEARED UNDER THE HOOD OF THE VEHICLE AND FILLED THE DRIVER'S CABIN. THE CONTACT EXITED THE VEHICLE AND OBSERVED OIL BETWEEN THE VALVE GASKET AND THE HEAD GASKET AS WELL AS OIL LEAKING UNDERNEATH THE VEHICLE. THE VEHICLE WAS TURNED OFF. WHEN THE OIL DIP STICK WAS REMOVED, HOT OIL SHOT OUT ONTO THE CONTACT. THE CONTACT WAS BURNED, BUT DID NOT RECEIVE MEDICAL ATTENTION. THE VEHICLE WAS TOWED TO AN INDEPENDENT MECHANIC WHERE IT WAS DIAGNOSED THAT THE PCV SYSTEM FAILED AND NEEDED TO BE REPLACED. THE VEHICLE WAS REPAIRED. THE MANUFACTURER WAS MADE AWARE OF THE FAILURE. THE FAILURE MILEAGE WAS APPROXIMATELY 100,000.

TL* THE CONTACT OWNS A 2003 BMW 325XI. THE CONTACT RECEIVED NOTIFICATION FOR RECALL NHTSA CAMPAIGN NUMBER: 14V280000 (ENGINE AND ENGINE COOLING). HOWEVER, THE PART NEEDED TO DO THE REPAIR WAS UNAVAILABLE. THE CONTACT STATED THAT THE MANUFACTURER EXCEEDED A REASONABLE AMOUNT OF TIME FOR THE RECALL REPAIR. THE MANUFACTURER WAS NOT MADE AWARE OF THE ISSUE. THE CONTACT HAD NOT EXPERIENCED A FAILURE.

WHILE DRIVING ON THE FREEWAY MY ENGINE JUST SHUT OFF AND CONTINUES TO DO SO EVERY TIME I DRIVE MY CAR. SO, MY BRAKES AND STEERING LOCK UP BECAUSE THE ENGINE SHUTS OFF. MY MECHANIC TOLD ME THERE WAS A RECALL DME MS45 - FC28B2, 28AA, 28AC; INTERNAL RAM FAULTS MODEL E46 M54 WITH MS45.1 FROM 9/00 TO 7/06 E83 M54 WITH MS45.0/MS45.1 FROM 9/03 TO 9/06 E85 M54 WITH MS45.0 FROM 10/04 TO 1/06 E60 M54 WITH MS45.1 FROM 9/03 TO 3/05 SITUATION CUSTOMERS MAY COMPLAIN ABOUT A CRANK/NO START OR A ROUGH START SITUATION. THE "SERVICE ENGINE SOON LIGHT" OR THE DSC LIGHT IS ILLUMINATED, AND ONE OF THE 3 SCENARIOS MAY APPLY: FC 28B2 "RPM LIMITING RESET " IS STORED IN THE DME TOGETHER WITH ONE, OR MORE OF THE FOLLOWING FAULTS WHICH ARE CAUSED BY THE 28B2: FC 28AC - "NOMINAL TORQUE", FC 2796 - "THROTTLE FLAP: ADAPTATION WRONG", FC 27A1 - "THROTTLE FLAP: START CHECK", FC 2869 - "DME SELF DIAGNOSTIC: RAM CHECK FAILED". FC 28AA "IDLE SPEED REGULATOR" IS STORED IN THE DME. FC 28AC "NOMINAL TORQUE" IS STORED IN THE DME. CAUSE FAULT CODES 28B2, 28AA AND 28AC INDICATE AN INTERNAL DME RAM FAULT. PROCEDURE PERFORM THE APPROPRIATE DIS/GT1 TEST MODULES FOR THE 28B2, 28AA OR 28AC. REPLACE THE DME IF PROMPTED BY THE DIS/GT1 TEST MODULE RESULTS. IMPORTANT: DO NOT REPLACE THE THROTTLE BODY FOR THE THROTTLE FAULTS, STORED IN CONJUNCTION WITH FC28B2, EVEN WHEN THE TEST PLAN RECOMMENDS TO DO SO. PLEASE CAN I GET THIS REPAIRED AND COVERED FOR ALL THE COST BEFORE I KILL MYSELF OR MY GRANDCHILDREN... AT COURTESY MOTORS CHICO 2520 COHASSET RD. CHICO,CA 95973 THANK YOU KINDLY *TR

BROUGHT IN MY CAR TO LOCAL MECHANIC THREE TIMES FOR OIL LEAK (OIL ON DRIVEWAY, OIL LIGHT SENSOR ON DASHBOARD ILLUMINATED). IN EACH CASE, I THOUGHT THE PROBLEM WAS FIXED BUT AFTER TWO WEEKS THE DASHBOARD OIL LIGHT CAME ON AGAIN. I THOUGHT MY MECHANIC WAS INEXPERIENCED WITH BMW'S, SO I TOOK IT TO A BMW DEALER AND ALL SEEMED FINE ($1,000 REPAIR) UNTIL TWO WEEKS LATER WHEN THE OIL LIGHT YET AGAIN APPEARS ON THE DASHBOARD. I AM TAKING IT BACK TO THE BMW DEALER NEXT WEEK FOR A SECOND TIME. I BELIEVE EVERY POSSIBLE GASKET HAS BEEN REPLACED - REMEMBER IT'S BEEN "REPAIRED" FOR THE SAME PROBLEM FOUR TIMES NOW, SOON TO BE FIVE. THE PROBLEM STARTED LAST YEAR. I HAVE PLACE UPWARDS OF 15 QUARTS OF OIL (ONE QUART OF OIL A WEEK AT TIMES) IN BETWEEN MECHANIC REPAIRS JUST TO SAVE UP MONEY TO BRING IT BACK IN FOR YET ANOTHER REPAIR. NOBODY, INCLUDING BMW SEEMS TO KNOW WHY OR WHERE THE OIL LEAK IS HAPPENING. I HAVE SPENT THOUSANDS OF DOLLARS ON REPAIRS AND AS A CONSUMER AM GETTING TIRED OF IT. *TR

THE COOLING FAN BROKE LOOSE SPONTANEOUSLY AND FLEW THROUGH THE AIR CUTTING THROUGH THE HOOD OF THE CAR AND RIPPING THROUGH THE ENTIRE ENGINE COMPARTMENT. MOMENTS PRIOR THE HOOD HAD BEEN OPEN WITH PEOPLE STANDING AROUND LOOKING AT THE HOSES. HAD THE FAN BROKE LOOSE AT THIS TIME, I WOULD HAVE SERIOUSLY INJURED OR KILLED PEOPLE. *TR

THE OIL FILTER HOUSING GASKET FAILS ON BMW CARS. IT IS A MESH GASKET BETWEEN THE ENGINE AND THE BLOCK WHERE THE OIL ENTERS/EXITS THE FILTER. THE REPAIR IS ABOUT $600 AND FAILS FREQUENTLY ON THESE CARS. IT CAUSES OIL TO LEAK ONTO THE BLOCK AND GIVES A STRONG BURNING OIL SMELL. OIL CAN ACCUMULATE ON TOP OF THE ENGINE DEPENDING ON THE SEVERITY OF THE LEAK. OIL BLOWS AND COVERS THE OIL FILTER HOUSING AND THE INSIDE OF THE HOOD WITH A SPRAY OF STICKY OIL. *TR

WHILE TRAVELLING ON ROUTE 50 IN MARYLAND AT 55MPH ENGINE CUT OUT COMPLETELY. I LOST POWER STEERING AND BRAKES. FORTUNATELY, I WAS ABLE TO PULL OVER TO SIDE OF ROAD, TURN OFF VEHICLE AND RESTART IT. I BROUGHT IT TO THE DEALERSHIP WHERE I PURCHASED IT. THEY CANNOT DIAGNOSE IT WITHOUT AT LEAST $1100 WORTH OF WORK (THEY THINK ITS A TRANSMISSION PROBLEM). AFTER $1100 THEY STATE IT WOULD BE AN EASY $200 FIX OR A SUBSTANTIAL $6-8000 FIX. I WILL BE BRINGING IT TO ANOTHER MECHANIC FOR SECOND OPINION. I WAS FORTUNATE I WAS NOT IN TRAFFIC AND COULD PULL OVER SAFELY.

CAR RAN PERFECTLY, THEN I TURNED OFF, THEN I RESTARTED 5 SECONDS LATER TO REPOSITION IN GARAGE. ENGINE THEN REVVING FROM 800 TO 1200 RPM RHYTHMICALLY, APPROX ONCE PER SECOND, EML LIGHT ON, BRAKE LIGHT ON, SERVICE ENGINE LIGHT ON, VERY HARD TO STOP CAR, HAD ANYONE BEEN CLOSE I WOULD HAVE HIT THEM. ENGINE REVVING CONTINUED FOR 2 DAYS, THEN WENT AWAY ON OWN. I THEN TOOK OFF AIRBOX TO INSPECT MAF, FILTER. CODES ON 3RD DAY: P1632 THROTTLE, PENDING: P0102, IATS. THERE HAVE BEEN OTHER INCIDENTS OVER THE YEARS OF RESTARTING ENGINE TO HAVE EXTREMELY ROUGH IDLE, ALSO CLEARED ON ITS OWN, BUT NEVER SURGING LIKE THIS. *TR

OUR 2003 BMW 325I HAS HAD REPEATED STALLING EVENTS OCCURRING AT INCREASING FREQUENCY. WHILE IDLING AT STOP LIGHTS OR AT HIGHWAY SPEED WARNING LIGHTS ON THE DASHBOARD (EML, HAZARD AND BRAKE) LIGHT AND THE ENGINE LOSES POWER, AND RPM'S DROP. AFTER THE FIRST OCCURRENCE, THE BMW WAS TAKEN TO ADVANTAGE MIDTOWN BMW IN HOUSTON, TX FOR DIAGNOSIS/REPAIR. BMW REPLACED THE THROTTLE CONTROLLER WHICH THEY SAID WAS DEFECTIVE. 1-2 MONTHS LATER THE PROBLEM BEGAN OCCURRING AGAIN WITH INCREASING FREQUENCY. THE CAR STALLED AT A TRAFFIC LIGHT WITH THE SAME WARNING LIGHTS/SYMPTOMS. THE CAR WAS RETURNED TO ADVANTAGE BMW AND LEFT FOR SEVERAL DAYS. INITIALLY THE SERVICE STAFF AT ADVANTAGE BMW TOLD US THAT THE COMPUTER HAD FAILED AND NEEDED TO BE REPLACED AND WAS UNDER WARRANTY. HOWEVER, AFTER DISCUSSIONS WITH THE BMW CORPORATE OFFICE, ADVANTAGE BMW DID NOT REPLACE THE COMPUTER INSTEAD STATING THE THAT THE PROBLEM MAY BE DUE TO LOW VOLTAGE IN THE SYSTEM. I ASKED THEM WHAT WOULD CAUSE THIS SINCE I DID NOT WANT TO DRIVE THE CAR WHEN IT INTERMITTENTLY COULD STALL. ADVANTAGE KEPT THE CAR A FEW MORE DAYS AND THEN RETURNED IT TO US WITH THE EXPLANATION THAT THE LOW VOLTAGE WAS DUE TO INSUFFICIENT CHARGE ON THE BATTERY. I WAS ADVISED TO PURCHASE A FLOAT CHARGER. SINCE THEN THE CAR HAS BEEN KEPT FULLY CHARGED VIA A CTEK FLOAT CHARGER. HOWEVER LAST WEEKEND THE ENGINE STALLED REPEATEDLY WHILE MY FAMILY AND I WERE DRIVING ON INTERSTATE 10 AT FREEWAY SPEEDS. THIS FORCED ME TO PULL TO THE SHOULDER OF THE HIGHWAY AND DRIVE WITH REDUCED POWER. AFTER STOPPING THE CAR AND RESTARTING, THE ENGINE RESET AND FUNCTIONED AGAIN FOR A WHILE. SINCE THIS TIME THE PROBLEM HAS REPEATED ITSELF 5 TIMES IN 1 WEEK. I FEEL THAT BMW RETURNING THE CAR TO ME IN THE CONDITION WHERE INTERMITTENT STALLING IS OCCURRING IS UNSAFE - I STATED THIS TO ADVANTAGE BMW WHEN I HAD IT IN FOR SERVICE DURING THE SECOND INSTANCE OF THESE PROBLEMS. I HAVE SERVICE SCHEDULED AGAIN AT ADVANTAGE BMW FOR AUGUST 14, 2010. *TR

THE CAR HAD NO SYMPTOMS LEADING UP TO THE EVENT. CAR WAS IDLING IN PARKING LOT TO WARM UP AND RANDOMLY TURNED OFF. WOULD NOT TURN BACK ON AND HAD TO BE TOWED TO A SHOP. FOUND OUT THAT THE CRANKCASE VENTILATION SYSTEM FROZE CAUSING OIL PRESENT IN ALL SIX CYLINDERS. SYSTEM WAS REPLACED ONCE THE MECHANIC HAD ACCESS TO THE TECHNICAL SERVICE BULLETIN. MECHANIC WAS SURPRISED TO SEE BMW HAD NO RECALLS FOR THIS DESIGN FLAW SINCE IT IS VERY DANGEROUS. IF THE CAR HAD BEEN MOVING WITH 2500-3500 RPMS, MUCH MORE DAMAGE WOULD HAVE BEEN CAUSED WITH ANYWHERE FROM PISTON RINGS TO ENGINE BLOCK IN ADDITION TO AN ACCIDENT AND POSSIBLY DEATH OR INJURY. *TR

ENGINE VAPOR SEPARATOR, HOSES, DIPSTICK, AND VANOS LINE REPLACEMENT. THIS PART SEPARATES THE WATER VAPOR FROM THE OIL TO REMOVE CONDENSATION SO IT DOESN'T CIRCULATE INSIDE THE ENGINE. THE CAR WAS UNSAFE TO DRIVE WITH A FAULTY VAPOR SEPARATOR AND CAN CAUSE ENGINE VAPOR LOCK IF IT FAILS. THE REPAIR WAS ABOUT $1,400. *TR

1-AIR BAG WARNING LIGHT WOULD NOT TURN OFF AFTER START UP. TOOK VEHICLE TO LOCAL BMW DEALER. WAS INFORMED THAT I NEEDED TO FIX THIS PROBLEM SO AIR BAG WOULD DEPLOY PROPERLY ON PASSENGER SEAT . WAS TOLD THIS IS A 'COMMON' PROBLEM ON E46 MODELS! VERY COSTLY TO REPAIR..NOT TO MENTION THAT THE PARTS THAT NEEDED REPLACEMENT ARE WELL STOCKED AT ALL BMW DEALERS THAT I CALLED..VERY RARELY HAS ANYONE SAT ON PASSENGER SEAT..THE DEFECT IN THE SEAT SENSOR IS DISCUSSED IN INTERNET WEB SITES AS FAR BACK TO THE E39 SERIES MODELS AS WELL AS THE E90 SERIES MODELS. 2- RADIATOR EXPANSION TANK FAILS TOO OFTEN ON THIS SERIES MODEL. I DEVELOPED A ANTI-FREEZE LEAK ON A RETURN VACATION TRIP. NO WARNING WAS GIVEN.. PARKED CAR IN GARAGE IN THE EVENING, NOTICED A FAIR AMOUNT OF ANTI-FREEZE ON GROUND. AGAIN, WAS TOLD THIS IS COMMON ON THIS SERIES E46 MODEL.. SINCE WHEN IS EQUIPMENT FAILURE A STANDARD FOR THE SAFE OPERATION OF ANY MOTOR VEHICLE? THE PARTS THAT FAIL IN THIS VEHICLE CAN CAUSE GREAT INJURY TO ITS OCCUPANTS ESPECIALLY THE PASSENGER IN THE CASE OF AIR BAG DEPLOYMENT. IN THE CASE OF THE RADIATOR EXPANSION TANK,FOR THIS PART TO FAIL WITHOUT WARNING CAN BE CATASTROPHIC TO THE ENGINE, WHICH WILL CAUSE SEVERE DAMAGE. IF ENGINE IS NOT OPERATIONAL, ONE CAN LOSE POWER STEERING OR BRAKE CAPABILITY, OR BOTH. *TR

OWN A BMW 3251, REAR END STARTED MAKING POPPING NOISE WHEN PUT IN REVERSE AND WHEN TURNING CURVES. WHEN ON INTERSTATE REAR END LOCKED UP WHILE DRIVING CAUSING MY CAR TO SKID THROUGH ALL LANES OF TRAFFIC. AFTER HAVING CAR INSPECTED THE REAR END HAD BROKE, WE REPLACED THE REAR END. ALSO HAVING TROUBLE WITH HEAD LIGHTS STAYING ON AND BLINKERS. RIGHT REAR TAIL LIGHT OVER HEATED AND BURNT ITEMS IN TRUNK. RADIATOR HAS BROKE AND DRIVERSIDE WINDOW REGULATOR AND CLUTCH FAN. *TR

THE BMW E46 3-SERIES (1999-2006) SUFFERS FROM A DESIGN FLAW IN THE COOLING SYSTEM. PLASTIC PARTS IN THE COOLING SYSTEM FAIL AS SOON AS 4 YEARS AND 80,000 MILES FROM MANUFACTURE DATE, OFTEN FAILING CATASTROPHICALLY AND CAUSING THE ENGINE TO OVERHEAT. CONTINUED DRIVING OF THE CAR IN THIS SITUATION LEADS TO COMPLETE ENGINE FAILURE AND LOSS OF POWER (INCLUDING POWER STEERING AND POWER BRAKES), POTENTIALLY CAUSING AN ACCIDENT IF IT HAPPENS AT HIGHWAY SPEEDS. TYPICAL FAILED PARTS INCLUDE THE COOLANT EXPANSION TANK, RADIATOR END TANKS, AND WATER PUMP IMPELLERS OR BEARINGS. (BMW CAME UP WITH AN IMPROVED WATER PUMP DESIGN AROUND 2004 THAT IS MORE RELIABLE.) CARS WITH AUTOMATIC TRANSMISSIONS ALSO SUFFER FAILURES OF THE MECHANICAL FAN CLUTCH AND THE TRANSMISSION COOLING THERMOSTAT. FAILURE OF THE FAN CLUTCH (FOUND ONLY ON AUTOMATIC TRANSMISSION CARS) CAN CAUSE THE FAN BLADES TO BREAK OFF AND DAMAGE THE RADIATOR, SERPENTINE BELT, AND WATER PUMP, AS WELL AS THE CAR'S HOOD. AT HIGHER MILEAGES (>150,000 MILES) THE PLASTIC COOLANT PIPES OFTEN FAIL, CAUSING OVERHEATING AND REQUIRING MAJOR WORK TO REPLACE. ON MY CAR THE COOLANT EXPANSION TANK AND RADIATOR BOTH FAILED AND WERE REPLACED. THE THERMOSTAT ALSO STUCK OPEN RESULTING IN LOWER GAS MILEAGE UNTIL IT WAS REPLACED. NOW ONE OF MY PLASTIC COOLANT PIPES IS LEAKING. BMW SHOULD BE REQUIRED TO REPAIR FAILED PLASTIC COOLING SYSTEM PARTS ON THE E46 3-SERIES WITH HIGHER-QUALITY PARTS DESIGNED TO LAST AT LEAST 10 YEARS AND 100,000 MILES FROM MANUFACTURE DATE. *TR

DOUBLE VANOS SYSTEM ON SEVERAL MODELS OF BMW FROM 1999 TO 2006, HAVE DEFECTIVE VANOS SYSTEMS. THE E39 DOUBLE VANOS (VARIABLE VALVE TIMING UNIT) HAS A MALFUNCTION PROBLEM. THIS DOUBLE VANOS CAN BE FOUND ON 6-CYL ENGINES M52TU, M54, AND M56, FOUND IN SEVERAL MODEL CARS, E39, E46, ETC, YEARS 99-03. THE MALFUNCTION SYMPTOMS ARE ALMOST ALL SUBTLE AND MOSTLY GO UNNOTICED. THEY INCLUDE LOWER GAS MILEAGE, LOWER PERFORMANCE, DEGRADED EMISSIONS CONTROL, AND POSSIBLY OTHERS. THE M52TU ENGINE (99-00) HAS ONE FURTHER MALFUNCTION SYMPTOM WHICH IS FAR FROM SUBTLE. IT OCCURS ON COLD WEATHER COLD ENGINE STARTS AND TAKES THE FORM OF REPEATED ENGINE ATTEMPTED STALLS AND POSSIBLY A COMPLETE ENGINE STALL. THE ENGINE RPMS DROP DRAMATICALLY AND THEN RECOVER. THIS THEN REPEATS AFTER A FEW SECONDS OF STEADY IDLE. THE PROBLEM CAN BE MORE DEFINITIVELY DIAGNOSED BY DISCONNECTING THE VANOS INTAKE OR EXHAUST SOLENOID ELECTRICAL CONNECTOR. *TR