90 BMWcar
TROUBLE-SHOOTER
Andrew Everett gets under the skin of the E34 5 Series; a
model of which he has more than a few fond memories
BMW E34
5 Ser ies
The M20 is a good old engine, but they are rare now. The 2.0-litre isn’t really man
enough to haul an E34 along with much authority, although the 525i was alright.
Cam wear is the main issue due to neglect; regular oil changes and removing the
cam cover to clean the spray bar and adjust the valve clearances should all now
be essential aspects of routine maintenance.
Another M20 ‘must’ involves checking the head bolts. Early ones had 17mm
Hex-headed head bolts, and these need to be changed for the 1989-onwards Torx
stretch bolts. This is because the older type bolt could shear its head off, which
could then get caught up in the valve gear to create a serious mess. Replacing the
bolts one by one in the correct order is a couple of hours’ easy work.The M30 is much the same – valve clearances and cleaning out the spray bar.
The bar is held down by a pair of hollow Banjo bolts, and these must be replaced
with the latest BMW types that have a slightly different thread pitch and dried
threadlock, ensuring they won’t come loose. The old types can loosen and cause
oil starvation, so make sure you do this. Do NOT thread-lock the old Banjos!1
2
I
t’s now 31 years since the BMW E34 5 Series made its June 1988 debut in the UK,
and I was there for a dealer launch at North Oxford Garage; I still have the invitation
somewhere! As the dust covers were pulled off the two cars (a Lapis blue 520i with
Lotus white leather and TRX wheels, and a Dolphin grey 535i SE), the ‘oohs and ‘aahs’
of the assembled guests was palpable.
Hot on the heels of the E32 launched the year before, the E34 5 Series was a lean and
sleek new machine that impressed us all from the first instant we saw it. I could almost
hear the E28s in the car park outside, sighing...
Values of the E34 are now on the rise and, while I think it’s unlikely that they’ll ever be
really valuable, they certainly represent a fine example of BMW’s car-making art. Better
than the E28 in most respects, despite being heavier and thus slower, model-for-model,
the new 5 Series went straight to the top of the class, and just demolished home-grown
rivals such as the Rover 800 and Ford Granada.
The introductory models were the 520i, 525i, 530i and 535i with 129, 171, 192 and
218hp respectively. These were not quite carry-over engines – the 520i and 525i were
both M20 units from the E30 with Motronic 1.3, while the 3.0- and 3.5-litre engines
came from the E32 range.
The 518i made a welcome return in late 1989, the 24-valve M50 replaced the old
M20 in 1990, and the V8-engined models and Tourings arrived in 1991. Sport versions
were available for the 525i, 535i and 540i, with an M5-type bodykit, uprated suspension,
sports seats, a limited slip diff’, black headlining, exterior dechrome and big TRX wheels
on the 535i. The E34 ended production in 1995, having comprehensively outsold the
E28; a hard act to follow.
Now though, a handful of decades later, there’s a good deal for existing keepers and
prospective owners to consider about the practicalities of living with and buying this
increasingly desirable model. So, here’s my guide to some of the most important pointers.