BMW M50d

The N57D30S1 timing chain can break; plastic guide rails break and block the oil pump. Damaged valves and bearing shells follow.

Symptoms: Rattling or clattering on cold start. Often no advance warning — engine dies suddenly.

The three turbochargers of the N57D30S1 are connected on the exhaust side. If one turbine wheel breaks, fragments can instantly damage the other chargers. Repair costs frequently exceed the vehicle's value.

Symptoms: Severe power loss, black smoke, whistling noises, engine warning light, limp mode activated.

Like other N57 derivatives, the N57D30S1 (build dates July 2012–June 2015) is affected by the BMW recall for a leaking EGR cooler. Escaping coolant can ignite with soot deposits.

Symptoms: Engine warning light, power loss, in extreme cases smoke or engine fire.

The N57D30S1 engine shares the timing chain issues of the N57 family. Guide rails wear prematurely, especially with short-trip driving and frequent cold starts. Damage can occur without warning.

Symptoms: Rattling on cold start (front right), engine warning light, irregular engine noise.

With delayed oil changes or after turbo damage, metal swarf enters the oil circuit and damages connecting rod and main bearings. If the oil pump is affected, total engine failure is inevitable.

Symptoms: Knocking engine noise ("engine hammering"), power loss, metal particles on the dipstick, drastically increased oil consumption, oil pressure warning.

The N57D30S1 EGR valve tends to accumulate soot deposits that leave the valve stuck. On a high-performance-optimised engine a sticking EGR valve causes measurable power loss and poorer throttle response.

Symptoms: Power loss especially at mid-range rpm, rough cold running, increased fuel consumption, engine warning light with EGR fault.

Like the predecessor E71, the rear air suspension on the F16 frequently develops leaks. BMW revised the design but production faults in the air springs continued to be reported, requiring both springs to be replaced.

The electric parking brake actuators on the F16 fail from around 70,000–90,000 km. The brake can neither be engaged nor released — a known issue on BMW vehicles with electric parking brakes.

Identical juddering to the E71: transfer case multi-plate clutch slips when the VTG oil is not changed every 90,000 km. Often completely fixable with an early oil change; repair costs up to €6,000 for actual failure.

Despite revisions, the N63TU V8 continues to suffer from carbon deposits in the intake tract and seized injectors. Coolant losses, spark plug well damage and turbo hose abrasion were reported up to 50,000 km.

The electric parking brake actuator fails after 70,000–90,000 km. Parking brake won't engage automatically or won't release. The control unit can be repaired or replaced.

The AdBlue dosing system on F16 diesel engines is prone to failures of the pump, injector and heating element. AdBlue freezes particularly in cold conditions and with ageing batteries.

The xDrive transfer case on the F16 is sensitive to mismatched tyre rolling circumferences and multi-plate clutch wear. Juddering under hard acceleration, metallic clonking from the centre.