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I want a 3L X5. Preferring LCI for the 8-speed gearbox, enhanced lighting, and CIC.
Extensive study indicates that the timing chain should be replaced every 100,000 miles. Almost all X5 models exceed 100,000. This amounts to 2k or more. There is also a problem with the prop shaft. My intention was to remove the EGR and swirl flap to prolong the lifespan of this engine. However, the chain and prop are significant sources of apprehension.

The alternative is the pre-LCI. I have seen one, however it is a 2009 model with a continuously variable gearbox and the older six-speed, which I understand may be prone to failure. However, I have seen a pristine model priced at 5.3k, equipped with four brand new Bridgestone tires, a four-wheel alignment, and new control arms. However, it still has its swirl flap (tightrope) and EGR system. Would it be advantageous to get the pre-LCI and thereafter remove both of them before proceeding to stage 1? The automobile now lacks a sense of speed. I believe the gearbox may be the reason the LCI 3L is faster than the pre-LCI.

What are your thoughts? Is it advisable to wait for a post-LCI with the chain completed, or does this pose an unwarranted risk?

What are your thoughts on both of these? I have also heard that the post LCI may have main bearing troubles as well. Is it spinning?

Acquiring a Landcruiser seems to be a more advantageous option.

I cannot assert that the timing chain would deter me; it is not a deal-breaking issue, contrary to popular belief on the internet. In my perspective, £2,000 for the completion is excessive.

What is the problem with the propeller shaft on such vehicles?

You are in the same predicament I had a few months before. I opted for the LCI 40d; yet, having had a late E53 3.0d for the last decade, I still have misgivings over the N57 engine. In truth, the earlier pre-LCI M57N2 surpasses in most aspects; nonetheless, the LCI features an 8HP gearbox, CIC, enhanced aesthetics (subjective), and other advantages. If you are prepared to do some effort, I will locate a late pre-LCI 35d/sd model and refit it with the 8HP and CIC or NBT systems. That would, in essence, represent the dependable bliss I so like.

The issue with the front prop is the corrosion of universal joints at both ends, in contrast to the pre-LCI configuration, which used a straight line and guibo at the front. While certain components are refurbished in the BMW campaign, if not, one may get a pre-owned original front prop and only replace the universal joints. Should either joint break, the front propeller will collide with the engine block or gearbox, resulting in catastrophic destruction.

Concerning the N57 engine, it is not alone the timing chain that is problematic; the main and crank bearings, particularly on the heavier E70 chassis, as well as all plastic components (oil filter stem, cam cover, and intake manifold swirl flaps), exhibit a much shorter lifespan compared to those in the previous M57N2 engine. The CP4.2 high-pressure pump on the N57 is less dependable than the previous CP3 pump on the M57 series. In all honesty, the older M57N2 has superior sound quality compared to the N57.

The plastic components of the engine bay cowls on every E70 exhibit early failure. If the components are not replaced, the water from the windscreen will accumulate on the engine, leading to premature injector issues.

You may choose to examine or enquire here.
Numerous long-term X5 owners are present there.