Transmission BMW X5 2003 E53 Workshop Manual

2
Introduction
The X5 marks BMW’s introduction into the luxury “Sports Activity Vehicle (SAV)” niche seg-
ment of the Sport Utility Vehicle market. While carrying the designation X5, the vehicle is not
based on the 5 Series but it is its own new car-like platform. The X5 is offered with two
engine variants:
• The 4.4 liter M62 TU engine equipped with the A5S 440 Z automatic transmission.
• The 3 liter M54 engine with either the GM 5 automatic or 5 speed manual transmission
The X5 incorporates the following
features:
• Four wheel independent sus-
pension (BMW tradition)
• Full time - all wheel drive
(planetary gear transfer case)
• All road vehicle (ON/OFF road
capabilities)
• High ground clearance
• Unitized body and Chassis
(car like ride and handling)
• Double pivot front suspension
• “Integral Link” rear suspen-
sion with air spring self level-
ing
• X5 specific traction control
system
Two different suspension options are offered (standard and sport) with different springs,
shock absorbers and stabilizers.
The X5 has 180 mm ground clearance, for both suspensions to allow off road travel.
However, the suspension travel is the same as the E39 which allows the X5 to retain a car
like feel when driven every day.
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Body
The design of the X5 originated in California at BMW’s Design Works. The SAV look was
further developed and refined in Munich. Traditional BMW features such as the Kidney
grilles, quad headlights, reverse link rear side window trim and typical rear tail light treat-
ment allow the X5 to assume a BMW identity. Yet the unique side and hood treatments as
well as the large wheel house openings and high ground clearance set the X5 apart as its
own distinctive vehicle.
The design criteria for the X5 was to develop a vehicle with the superb handling and sporty
driving characteristics that are typically BMW, yet produce an all wheel drive vehicle that can
also be used off-road. This was achieved through the use of independent front suspension
and multi-link rear suspension components that are taken from the E38/E39 vehicle design
and expanded by the addition of front drive components.
The entire body shell/frame assembly of the
X5 is reinforced to ensure optimized body
rigidity.
In addition to the cross bracing on the front
suspension/engine carrier, an additional
panel is installed between the bulkhead and
transmission tunnel.
The floor pan of the X5 is reinforced with
additional ribbing and cross braces to
increase the lateral rigidity. A continuous seat
cross brace is connected to the floor pan
and side sill for reinforcement.
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Cross
Brace
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Reinforcement Panel

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Specifications
X5 3.0iX5 4.4i
Doors 5 5
Length 4666 mm 4666 mm
Width 1872 mm 1872 mm
Height 1717 mm 1717 mm
DImensions:
Vechicle Weigth withTransmission:
Automatic 2015 Kg 2085 Kg
Manual 1990 Kg Not Available
General
Fuel 92l 92l
Drag Coefficient 0.35 0.36
Payload 610 kg 555 kg
Roof Load 150 kg 150 kg
Gross Weight 2600 kg Not Available
Manual Trans.
Gross Weight 2625kg 2650kg
Auto Trans.
Cargo Volume 16.1/54.4 cu ft. 16.1/54,4 cu ft.
Towed Weight Braked 1600 kg Not Available
Manual
Towed Weight Braked 1700 kg 750 kg
Automatic
Turning Circle 39.7 ft. 39.7 ft.
X5 3.0iX5 4.4i
X5 3.0iX5 4.4i
Designation M54B30 M62 TU B44
Engine Management Syst. MS 43 ME 7.2
Horsepower (HP) 225@5900RPM 282@5400RPM
Torque 293@3500RPM 440@3600RPM
Bore 84mm 92mm
Stroke 89.6mm 82.7mm
Compression 10.2:1 10.0:1
X5 3.0iX5 4.4i
Engine:

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Drivetrain
The transfer case, driveshafts, final drives and half shafts make up the drivetrain assembly.
The transfer case is always mounted in the same position on the X5. This applies to other
markets and future models that will utilize different transmissions for different engine con-
figurations. With these models, the transmission tail shafts will be modified to match up with
the transfer case.
The rear driveshaft is a two piece unit using a center bearing, while the front drive shaft is
a single piece that is splined to the transfer case and bolted to the front differential.
The breather vents for both differentials and the transfer case are mounted higher up on the
chassis to prevent water from entering if the vehicle is driven off road through water. The
front breather passes up into the engine compartment and is mounted under the left side
ignition coil cover. The rear breather passes along the under side of the body and is mount-
ed behind the left side wheel arch cover. The breather vent for the transfer case is mount-
ed up high in the driveshaft tunnel.
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Drivetrain-Transfer Case
The transfer case is manufactured by New Process Gear Division of New Venture Gear
Company. It is identified as model NV 125.
It incorporates a planetary gear set and chain to provide the torque split and all wheel drive.
The output torque of the transmission is applied to the planetary carrier of the gear set. The
rear drive shaft is connected to the annulus gear and the front drive shaft is connected to
the sun gear through the chain drive.
As the output shaft of the transmission turns, the planetary carrier rotates, causing the
planetary gears to drive the sun gear and annulus gear.
A torque split of 68% rear/ 32% front is provided through the gearing of the planetary set.
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