2010 BMW X3 Problems: 4 Known Issues

On the 2010-2012 BMW X3, this is a mechanical fastener defect, not the familiar VANOS solenoid clogging. On affected X3 xDrive28i and xDrive30i cars with the N52 six, the four assembly screws in each VANOS adjustment unit can gradually loosen and eventually break. If that happens, a reduced engine power safe mode may activate, the engine may not restart after being switched off, and in rare cases it can stall while driving. NHTSA campaign 23V-707 covers certain model-year 2010-2013 BMW 1, 3 and 5 Series, X1, X3, X5 and Z4 models with inline-six engines; check the VIN. If bolt heads fall into the engine, the oil-pump and timing-chain drives can be damaged, which is why BMW tells owners showing symptoms not to continue driving and to arrange transport to a BMW center.

On the 2007-2012 BMW X3 N52, the N52 six-cylinder uses two VANOS solenoids to adjust cam timing with engine oil pressure, one for the intake cam and one for the exhaust cam. They are on the front of the engine. Owners report that the solenoids can stick or get dirty over time. When that happens, the engine computer sees the cam position drift from its target and logs a cam-timing fault, such as P0012 (intake cam over-retarded). Owners report rough or hunting idle, loss of power, odd fuel economy and an intermittent check engine light. Similar faults have also been traced to a faulty oil filter housing cap, wiring, or other sensors, so test before buying parts. This covers X3 models with the N52: the E83 3.0si and xDrive30i (2007-2010) and the F25 xDrive28i (2011-2012). It does not cover the N20 or N55 turbo engines. A separate problem affects 2010-2011 X3 xDrive28i and xDrive30i models built Sep 3, 2009 to Sep 16, 2011. On those cars, the aluminum bolts that hold the VANOS housing can loosen or break, which sets similar cam-timing faults. This can also trigger limp-home mode and, in rare cases, a stall or no-start. It is covered by safety recall 23V-707.

On the 2004-2012 BMW X3, on X3 models with the inline six-cylinder engines, the rubber valve cover gasket and the smaller seals around the cover harden with age and stop sealing. Owners who have done the job describe the old gaskets as very hard and brittle after years of heat cycles. One owner found this at about 80,000 miles on a 2004 X3 2.5i, and another found it on a 2007 X3 3.0si at about 133,000 miles. Oil seeps out and drips onto the exhaust manifold below, and owners report a burning smell and smoke from under the hood. Owners also report leaks around the spark plug wells, and at least one owner traced the leak to the spark plug well seals rather than the outer gasket. A plug sitting in oil can misfire. On the N52, the Valvetronic motor seal and the cam sensor gaskets on the cover can harden and leak as well. Owners report leaks even on low-mileage cars, and there may be more than one leak point. The issue covers the M54 engine (E83 2.5i and 3.0i, 2004-2006) and the N52 engine (E83 3.0si and xDrive30i, 2007-2010, and F25 xDrive28i, 2011-2012). It does not cover the four-cylinder N20, the N55 or later engines.

On the 2007-2010 BMW X3, approximately 64,926 X3 SAVs built between August 2006 and August 2010 (model years 2007-2010, E83 generation) were fitted with a non-desiccated Takata PSDI-5 driver's front airbag inflator. The propellant in these inflators degrades with age and exposure to heat and humidity; when it degrades the inflator can over-pressurise and rupture during deployment, spraying metal fragments into the cabin. NHTSA has issued Do Not Drive warnings for some older BMW Takata populations. BMW worked through the population in NHTSA's priority groups - older cars, humid regions and driver-side inflators first - so some owners waited years for parts, and cars that changed hands several times may still be unrepaired.