2014 BMW X3 problems

• N47D20 143 hp (U0/U1, 2007-2014)

  143 hp · N47D20U0, N47D20U1

  Same timing chain risk as the rest of the range; it is worth verifying the timing history before buying.^[2][3]

  With caution

• N47D20 177-184 hp (O0/O1, 2007-2014)

  177–184 hp · N47D20O0, N47D20O1

  It is the most widely fitted N47D20 version (120d, 320d, 520d) and shares the same rear chain defect documented across the whole family.^[2][3]

  With caution

Faults that affect 2014 cars

• Critical severityFrequency: Very frequentTimingRear timing chain stretch and breakageYes: the N47 has its timing chain at the rear of the engine, next to the gearbox, and on a very high proportion of units, especially those built between 2007 and 2009, it stretches or breaks prematurely because of an inadequate tensioner, with a risk of destroying the engine.Repair (garage): €1,590–€3,000Appears at around 50,000 km
• Critical severityFrequency: CommonIntakeBroken intake manifold swirl flapsYes: the N47's intake manifold has plastic swirl flaps that, with diesel soot and the passing years, can crack, come loose and be sucked into the cylinder, with a risk of seriously damaging the piston, cylinder head and valves.
• High severityFrequency: CommonTurboTurbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
• Medium severityFrequency: CommonEmissions controlClogged or seized EGR valveYes, as on most diesels of its generation: the N47's EGR valve seizes or clogs with carbon, especially on cars used in town, causing an unstable idle, jerking and loss of power; it is not usually a serious fault if it is cleaned or replaced in time.Repair (garage): €400–€1,500
• Medium severityFrequency: CommonClutchDual-mass flywheel wear (manual gearbox versions)Yes: on manual-gearbox BMW N47s, the dual-mass flywheel can wear, especially after a lot of town mileage or driving in high gears at low revs; the typical symptoms are vibrations, a metallic rattle at idle and jerking when pulling away.Appears at around 150,000 km

• N57D30 245-258 hp, single turbo (O0/O1, 2008-2019)

  245–258 hp · N57D30O0, N57D30O1, N57D30OL

  The same documented rear timing chain risk and inclusion in the EGR cooler service campaign as the rest of the N57 range.^[6][7]

  With caution

• N57D30 299-313 hp twin turbo (T0/T1, 2009-2019)

  299–313 hp · N57D30T0, N57D30T1, N57D30TOP

  It shares the general timing chain risk and the EGR campaign, and adds the documented risk of loss of thrust through the vacuum circuit or the actuator of the two turbos.^[6][8]

  With caution

Faults that affect 2014 cars

• Critical severityFrequency: Very frequentEmissions controlEGR cooler leaks with risk of engine fireYes: like the N47 and B47, the N57 is covered by BMW's service campaign for EGR cooler leaks, which can mix coolant with soot and oil to combustion temperatures. BMW checks free of charge the 6-cylinder engines built between July 2012 and June 2015 because of the fire risk.
• Critical severityFrequency: CommonTimingRear timing chain wearThe N57 inherits from the N47 the timing chain at the rear of the block, next to the gearbox, which complicates any repair. Unlike the N47, there is no documented campaign or wave of mass claims, and cases of serious wear appear mainly above 200,000 km.
• High severityFrequency: CommonTurboLoss of thrust on twin-turbo versions due to the vacuum circuit or the actuatorOn the twin-turbo versions (335d, 535d, xDrive35d/40d) it is common to lose thrust at low revs because of a degraded vacuum circuit or dirt in the actuator that synchronises the turbos, not because of a mechanical turbo failure. The variable-geometry turbo is also cited, more generically.
• Medium severityFrequency: CommonOtherCrankshaft pulley vibration damper wearThe N57's crankshaft vibration damper (pulley) wears with use and, according to a technical guide to the engine, usually needs replacing between 80,000 and 120,000 km, giving warning with abnormal noises before failing completely.Appears at around 80,000 km

• B47 168-190 hp, single turbo (2014-)

  168–188 hp · B47D20, B47C20

  Same documented risk of EGR cooler and timing chain failure as the rest of the B47 range.^[7][11]

  With caution

Faults that affect 2014 cars

• Critical severityFrequency: Very frequentEmissions controlEGR cooler leaks with risk of engine fireYes: the EGR valve cooler can suffer internal coolant leaks which, mixed with soot and oil, can reach combustion temperatures; BMW has launched several technical campaigns since 2018 to inspect and replace it because of the risk of engine fire.Repair (garage): €500–€1,500
• High severityFrequency: OccasionalTimingTiming chain wear (improved, but is it really at the front?)BMW improved the chain's tensioner, guides and oil supply compared with the N47, and failures take much longer to appear. But a specialist workshop insists the chain is still at the rear of the block, not at the front as is often claimed, so repairing it still means removing the engine or the gearbox.
• High severityFrequency: OccasionalTurboPremature turbo wear from neglected maintenanceThe B47's turbo does not have a design flaw as well documented as the N47's, but it can wear out early if oil changes are not respected, with repairs that usually run at around €1,000 to €2,000.Repair (garage): €1,000–€2,000
• Medium severityFrequency: CommonEmissions controlParticulate filter (DPF) clogging in urban useYes: as on most modern diesels, the B47's particulate filter can clog with soot in cars used in town on short journeys, with cleaning or replacement costing from €500 to €1,800 depending on the condition of the filter.Repair (garage): €500–€1,800

• N20B20B 184 hp (135 kW, 2011-2017)

  184 hp · N20B20, N20B20B

  It shares with the rest of the N20 family the risk of wear to the timing chain guides and tensioner on units built before 2015.^[12]

  With caution

• N20B20A 245 hp (180 kW, 2011-2017)

  245 hp · N20B20, N20B20A

  It shares with the rest of the N20 family the risk of wear to the timing chain guides and tensioner on units built before 2015.^[12]

  With caution

Faults that affect 2014 cars

• Critical severityFrequency: CommonTimingTiming chain guide and tensioner wear (2011-2015)Yes: on BMW N20s built mainly between 2011 and 2015, the timing chain guides and tensioner wear out early; if the chain jumps teeth it can put pistons and valves out of sync and cause catastrophic damage. BMW revised the design in 2015, without a formal recall.Appears at around 129,000 km
• Critical severityFrequency: OccasionalCoolingElectric water pump failure (BMW campaign in the US over fire risk)The N20 has an electric water pump whose connector can suffer ingress of blow-by liquid; a short circuit can cause local overheating and, very rarely, a fire. BMW recalled 720,000 vehicles in the US in 2024, not including the European Union or Spain.
• Medium severityFrequency: CommonLubricationOil leaks from the rocker cover gasket and the filter housingYes: with the years and heat cycles, the rocker cover gasket and the oil filter housing or cooler gasket on the N20 start to weep oil; it is not an acute defect but expected wear that is worth watching before the oil level drops too low.
• Medium severityFrequency: OccasionalTurboWastegate noise and plastic charge pipe breakageThe N20's single TwinScroll turbo is not, in itself, a frequent point of failure, but over the years wastegate noise or rattle and a loss of pressure can appear, and the plastic pipe that carries air from the turbo to the intercooler can crack, especially with poor maintenance or on modified engines.
• Medium severityFrequency: OccasionalInjectionHigh-pressure fuel pump (HPFP) failureThe high-pressure pump that feeds the N20's direct injection (High Precision Injection) can fail, especially on high-mileage units, leaving the car with hard starting, jerking or, in the worst case, unable to start.

• N55B30M0 302 hp (2009-2018)

  302 hp · N55B30M0

  Simpler than the N54 (one turbo and solenoid injectors), but it keeps the oil leaks from the filter housing and the electric water pump; check both.^[13][14][15]

  With caution

• N55B30 315 hp (2011-2018)

  315 hp · N55B30

  Simpler than the N54 (one turbo and solenoid injectors), but it keeps the oil leaks from the filter housing and the electric water pump; check both.^[13][14][15]

  With caution

• N55B30O0 322 hp (2014-2016)

  322 hp · N55B30O0

  Simpler than the N54 (one turbo and solenoid injectors), but it keeps the oil leaks from the filter housing and the electric water pump; check both.^[13][14][15]

  With caution

• N55HP 335 hp (2013-2015)

  335 hp · N55HP

  Simpler than the N54 (one turbo and solenoid injectors), but it keeps the oil leaks from the filter housing and the electric water pump; check both.^[13][14][15]

  With caution

Faults that affect 2014 cars

• Medium severityFrequency: CommonTurboTurbo wastegate noise and failureOn the N54 the wastegate rods work loose and produce a metallic rattle; over time they reduce boost pressure. On the N55 it is the electric actuator that fails.
• Medium severityFrequency: CommonCoolingElectric water pump and thermostat failureThe electric water pump on the N54 and N55 fails without warning, at around 100,000-150,000 km, and is usually replaced together with the thermostat. If not dealt with, the engine overheats.
• Medium severityFrequency: CommonLubricationOil leak from the oil filter housing gasketThe oil filter housing gasket on the N54 and N55 leaks oil as it ages; the oil can drip onto the auxiliary drive belt, and there are also leaks from the valve cover.
• Medium severityFrequency: CommonIgnitionOil in the spark plug wells from the rocker cover gasketOn the N54 and N55 the rocker cover gasket hardens with age and lets oil seep into the spark plug wells. Guides treat it as a known fault: it smells of burnt oil and can damage spark plugs and coils.

• 2nd generation (2014-2017)

  · 8HP50, 8HP70, 8HP75, 845RE

  It is the most widespread version and the one with the most known mileage: in the analyses of several models (BMW X3, BMW X5, Audi A6) gearbox faults are a minority of the total accounts, although occasional jerking is still documented and, less often, mechatronic faults or leaks. It is worth checking the history, but there is no systemic defect that argues against buying.^[16][17][18]

  Buy

Faults that affect 2014 cars

• High severityFrequency: OccasionalElectronicsMechatronic failure as the gearbox ages (sometimes with reverse)Yes, although in a minority of cases: there are documented ZF 8HP mechatronic failures on BMW after 120,000-130,000 km, costing €1,400 to €3,500, and also control unit or electronic selector faults on Audi and Land Rover.Repair: €1,400–€3,500
• Medium severityFrequency: CommonTransmissionJerking and hesitation when changing gear, sometimes needing reprogrammingYes: on BMW, Audi, Jaguar and Alfa Romeo there are accounts of jerking, hesitation or harsh shifts with the ZF 8HP. It is usually due to ageing oil or the calibration of the mechatronics, and the dealer often fixes it -not always first time- by reprogramming the gearbox control unit.
• Medium severityFrequency: OccasionalLubricationOil leaks from the gearbox gaskets or sumpYes: on the BMW 1 Series and the Jaguar F-Pace there are accounts of oil leaks from the ZF 8HP gearbox gaskets, in one case already at 40,000 km. If it is not repaired soon, the loss of pressure can speed up internal wear and lead to the jerking or mechatronic failure of the related faults.Repair (garage): €1,000–€2,000

• B48 2.0 178-197 hp (120i, 220i, 320i, 520i, X1/X2/X3 20i, MINI Cooper S)

  178–197 hp · B48A20, B48B20

  It is the most widely fitted B48 version and has no serious, widespread fault on record; it is worth checking the cooling circuit and any oil leaks next to the turbo and the VANOS.^[20]

  Buy

Faults that affect 2014 cars

• Medium severityFrequency: OccasionalCoolingDeterioration of hoses and seals in the cooling circuit, with coolant lossYes: over the years and many heat cycles, the hoses, the expansion tank and some of the plastic seals in the B48/B38 cooling circuit can deteriorate and lose coolant, sometimes without any visible puddle under the car.
• Medium severityFrequency: OccasionalLubricationOil leaks or seepage from seals and covers, near the turbo and the VANOSYes: over time, oil seepage or leaks can appear at seals, covers and crankcase ventilation connections, in an area of the engine close to the turbo and the VANOS system.
• High severityFrequency: RareTimingTiming chain on the early units (2014-2018), redesigned in the B48TUWe have found no documented cases of timing chain breakage on the B48. The one concrete fact that does exist is that BMW redesigned the chain as a single piece in the 2018 B48TU update, which points to an area for improvement in engines built before that date.
• Low severityFrequency: CommonIntakeCarbon build-up on the intake valves (direct injection)Yes, as on most direct-injection engines: because they are not washed by fuel, the intake valves on the B48/B38 build up carbon over the years, especially in urban use, with a loss of smoothness and a less stable idle.

• High severityFrequency: OccasionalSteeringPlay and tight spots in the steering rackAccording to reports collected by fiches-auto.fr, the X3 F25's steering rack is the most-cited non-engine problem: knocking, play and a tight spot near the centre of the steering wheel, with racks replaced from around 48,000 km and some owners having several replacements.Appears at around 48,000 km
• High severityFrequency: OccasionalGearbox and clutchxDrive transfer case failureAccording to reports collected by fiches-auto.fr, the transfer case of the X3 F25's xDrive system fails on several cars (cases at 70,000, 92,000, 130,000 and 138,000 km), with jerks at low speed, vibrations and noises; a full replacement is cited at around 4,200 CHF.Appears at around 70,000 km
• Critical severityFrequency: RareSteeringPower steering control unit: fire risk and loss of assistance (2011-2016 production)Yes: BMW recalled cars built between 2011 and 2016, including the X3, because the electric power steering control unit could be faulty, with a risk of fire even when parked and of losing assistance while driving.
• Medium severityFrequency: OccasionalBodywork and interiorWater leaks through the X3 F25 panoramic roofAccording to Gebrauchtwagenberater.de, the X3 F25's panoramic roof tends to lose its seal over the years and can let water into the cabin.
• High severityFrequency: RareAirbags and safetyISOFIX rear seat anchors that may break (2010-2016 production)Yes: BMW recalled X3s built between March 2010 and April 2016 because the four ISOFIX anchors on the rear seats were not strong enough and could break under the forces of a bend.
• Medium severityFrequency: RareSuspensionPremature wear of the wheel bearingsAccording to reports collected by fiches-auto.fr, some X3 F25s have needed their wheel bearings replaced, even the rear ones at 30,000 km, with a hum that increases with speed. There are few cases.Appears at around 30,000 km
• Low severityFrequency: OccasionalHeadlights and lightsLED rear lights that stop working due to a faulty circuit boardAccording to Gebrauchtwagenberater.de, the X3 F25's LED rear lights often fail, mainly due to a faulty electronic circuit board.