- 02/20/2025
- 8 Min Read
- By: Christian Schaefer
Reap The Oil-Burning Benefits! - Five Of The Best European Diesels You Can Buy Today
Cars are almost always a compromise in some way. Performance and outright power usually mean a relatively poor fuel economy. Access to inexpensive gasoline is prevalent in the US, so we Americans often choose to live with the terrible MPG figures. But for those looking to have their cake and eat it, too, there is a little considered option: a diesel. We’ve long since relegated the diesel engine to trucks, thinking of them as dirty and too rough for our cars, but the Europeans have developed them into much more than that. Dieselgate may have cut off diesel sales in America, but you can still find those last few with lower mileage and interesting prices.
BMW 535d (F10) 2014-2016
You can’t really consider owning a midsize luxury sedan without considering a BMW 5 series. It’s the benchmark, the standard for which all that is luxurious and mid-sized should be judged, as years of fighting off Mercedes, Lexus, Audi, and Cadillac have developed a handful of fantastic generations to choose from. However, if you want one with a diesel engine, the only option is the F10 from the last three years of its production.
The F10 5 series debuted in 2011 as the successor to the E60, a beloved model in its own right. It was an immediate hit, providing a better chassis and much-improved styling both inside and out. There was also an entire range of new engines, all sporting turbochargers, but potentially the best of them all, the N57, arrived in 2014 with the F10 535d.
European buyers were offered an N57 with one, two, or three turbochargers, depending on the spec, but the American-spec 535d featured the single-turbocharged 3.0L straight-six from the Euro-spec 530d. While it might sound wild that the land of cheap fuel and big horsepower didn't land the “crazier” engines, the N57D30O1 was still good enough for 255hp and a staggering 413 lb-ft of torque in its US specification. That’s just 87 lb-ft shy of the M5 of the same era and good enough for a dash to 60mph in 5.6 seconds. Behind it, an eight-speed automatic ZF transmission delivered the torque to the rear wheels or all four, depending on whether xDrive was optioned. And although the xDrive system adds weight to the car, both drivetrains offer an identical estimated 38mpg on the highway, with owners in the real world regularly topping 40mpg.
Beyond the drivetrain differences, original buyers could fit their 535ds with anything a 535i could have, allowing anyone to build the oil burner of their dreams. Models came standard with Nappa leather seating, door panel upholstery, and the iDrive interface with navigation on a 10.2’ screen. Most were also fitted with one of three trim lines: Modern, Luxury, or M Sport. Each trim line includes a slightly different package of options determining the wheel choices, interior trim choices, exterior window and bumper trim, and door sills. Beyond that, owners could fit options like Multi-Contour Seats, a Bang & Olufson stereo, soft close doors, and a four-zone climate control with heated rear seats.
When new, all that meant you got a high-level sport luxury vehicle for around $60,000. Today, that same car sits in the $14,000 range with around 100,000 miles and a documented service history. Rough examples are out there, but because of the less-popular diesel engine, current and original owners are more likely to be people who understand what the car is and take care of it accordingly. With that said, you’ll still have to watch for costly service work relating to the Diesel Particulate Filter, EGR cooler, and SCR system. Glow plug modules and injectors can also present issues, but less so. If you’re lucky, you may even be able to find one customized under BMW Individual, with better leather and exclusive features. Either way, a 535d is a stellar and underrated choice for an economical daily that still brings the fun of a performance vehicle in your commute.
Porsche Cayenne Diesel (958) 2013-2016
You’re spoiled for choice these days if you’re after a luxurious family hauler on a budget. SUVs have been popular for a few decades, and the second-hand market is brimming with interesting options. M-badged ones are deceptively quick, and any Range Rover will wrap you in Britain’s finest, but neither is very economical. As tough as that is, fuel costs can be challenging to swallow with a thirsty SUV. So where’s the balance? It comes from Germany—of course—from a badge from Stuttgart.
The second-generation Cayenne was available with oil-burning power for a few short years before Dieselgate shocked the automotive world. While Porsche drove the development of the Cayenne and its platform, the defining characteristic that landed it on this list was taken straight from the VW parts bin. The CNRB engine is a 3.0L twin-turbocharged diesel-burning V6 and can be found in the Q7 TDI and Touareg TDI, along with the Cayenne, between the 2013 and 2016 model years. Producing 240hp and 406 lb-ft of torque, it hustles the near-5000lb SUV to 60mph in about 7 seconds. As the second generation of VW’s 3.0L V6 TDI engine, it’s more reliable than its predecessor. Timing chain issues are rare, and the engine is generally more reliable, but the high-pressure fuel pumps are known to be a fairly common issue. The EGR cooler and intake manifold are known to get quite sooty and need cleaning, and so will the DPF. While the manifold is off for cleaning, replacing the various plastic cooling and oil system components within the engine’s vee is a good idea.
When not being driven like its nimbler siblings, the Cayenne Diesel can achieve over 30mpg on the highway and, more importantly, retain a mileage in the mid-teens even when loaded near its 7700lb maximum tow rating. While not crucial for many, the extra 1700 lbs of tow capacity over the rival BMW X5 xDrive35d means a lot to those who do. It’s also much more capable as an off-roader or overlander, thanks to the Audi-based center differential mounted to the 8-speed automatic transmission on pre-facelift models. Almost all other 958 Cayenne models have a different transfer case, which is arguably their most significant failure point, but that won't affect the Diesel (nor the Hybrid). The Audi center differential keeps a constant torque split of 42%/58% front-to-rear.
In 2015, Porsche updated the softer and rounder 958.1 with the squarer and more modern 958.2. With it came interior and equipment updates, various engine changes for other models, and a move away from the dual-range transfer case for a more economical and road-optimized system. The diesel drivetrain mostly stayed the same, so equipment and styling changes are the most significant differences between the early and late cars.
As a more niche variant, many of the examples you can find for sale will have a good number of options fitted to them. Full leather interiors, 4-zone climate control, soft-close doors, and the myriad of exterior options packages are also more common on these models. The most common equipment includes safety items, like lane-change assist and adaptive cruise control, and comfort benefits, such as heated/cooled seats, 14-way seat adjustment, and the Bose sound system. Regardless of what’s fitted, each example should give you a solid feel, with tight and composed steering, a clunk-free ride, and a rattle-free interior. The fell will vary, though, as not all owners have kept up repairs. Sticking to the higher end of the price range—around $25,000—will give you a better chance for a good example, and those transacting at half of that cost a bit more risk.
Volkswagen Golf TDI (Mk7) 2015
Some people are after economy far more than performance or luxury. Finding a European model focused on that is a little easier said than done, but there was a time when VW offered just the car. As of the eighth generation, the VW Golf is no longer sold in the US as anything other than a GTI or Golf R, but just a few years prior, there were several flavors to choose from. The most economical of the bunch was the Golf TDI, and though many were traded in and destroyed following Dieselgate, plenty of owners spared them, knowing there wouldn’t be a chance to buy a new one.
The MQB platform is a favorite at FCP Euro. It underpins the Mk7 Golf and Audi A3/S3 and features all sorts of positive characteristics that make it easily serviceable, inexpensive to run, and capable in the corners. However, the key to this list is the EA288 engine, the latest and last of the diesel VW engines in the States. The 2.0L turbocharged four-cylinder made 150hp and 236lb-ft of torque when new, and roughly identical figures after VW’s Dieselgate update. More importantly, owners have reported that the Golf TDI can handily beat the EPA estimated 43mpg, with many seeing over 50mpg! If that’s not enough, you can read up on how a journalist and an engineer managed to average 81mpg across the contiguous 48 states.
Stick that engine into one of the various Golfs, and you’ll be looking at several different options. Golf TDIs were available in the standard Golf hatchback for or as the larger Sportwagen variant, and all featured front-wheel drive. The DSG transmission backing most of the EA288s is a sublime choice that, while needing regular servicing, is very reliable. If not the DSG, then it’s a unique choice among all modern diesel models in the US: a six-speed manual transmission. Rowing your own is a big deal for many, and there’s no other way to do it with a diesel in the US unless you’re looking for an older VW, which will likely involve more issues due to age and less reliable engines (ALH not included). Luckily, Golf TDI prices are pretty flat, regardless of whether they’re a wagon or have a manual transmission; you can find them all day between $10,000 and $15,000 in all combinations.
Whether hatchback or Sportwagen, the Mk7 Golf is a perfectly usable car daily. Interior space is plentiful, and the materials are durable, though not the most luxurious. Equipment and infotainment are good, but the lack of Android Auto or Apple CarPlay can be a problem for some. Luckily, a good aftermarket head unit can solve that. The rest of the interior is similarly simple, and near necessities like heated seats, lane change assist, and adaptive cruise control were options, so ensure the example you’re looking at has what you need.
Chassis dynamics are likely to leave much desired if you’re after something sporty, but it’s not hopeless. The shared MQB platform that the TDI uses is the same for the GTI, Golf R, and Audi S3. Dig around on the internet and through the VAG parts catalog, and you’ll find several versions of control arms and bushings much better suited to spirited driving that’ll bolt up without much fuss. If not through OE upgrades, then through the aftermarket, which supports the Mk7 with all sorts of chassis-tuning improvements. The engine can benefit from aftermarket work, too, with simple tunes boosting power by significant figures. Without too much work, you can build yourself a Golf GTD clone.
Mercedes E320 CDI (W211) 2005-2006
We rarely recommend something so removed from today’s technology unless the criteria genuinely call for it. However, according to our experts, this is the case with Mercedes diesel engines. Beginning in 2007, the W211 E-class received a facelift with a new diesel engine. With the new V6 came the BlueTEC name and its associated emissions equipment. That’s not the one you want. Sticking with the older diesel W211 variant from the two model years prior means benefitting from an engine with less tech and a whole lot of room for power tuning potential.
The model you’re after here is the E320 CDI produced for the 2005 and 2006 model years. While the facelifted W211 kept the diesel model around, the engine had changed away from the OM648 straight-six in the CDI, and that’s the issue. The older engine is free from emissions-related parts like a DPF and a DEF/SCR system, making it far more reliable and less expensive to run than many of the newer diesel engines that have followed. The OM648’s successor, the OM642, is so risky that others have produced articles on why you shouldn’t own one. But stick to a CDI-badged W211, and you’ll be free from that trouble.
What you get instead is a 3.2L engine sporting a nicely sized turbocharger. In stock form, it produces 201hp and 369 lb-ft of torque, enough to shove the 3800lb E320 to 60mph in about 6.5 seconds. Helping turn the combustion into forward motion, the high-torque W5A580 variant of the 5-speed automatic 722.6 transmission is old but a relatively bulletproof classic that requires mostly simple servicing to stay healthy. Altogether, they combine for an MPG of around 30, with well over that figure on long highway drives. With that said, the E320 CDI isn’t a performance car but one that’s luxurious and useable daily.
Back then, the leather seats, dual-zone climate control, DVD navigation, and Harmon/Kardon Logic 7 surround system were a big deal and brought evolving tech to its owners. Now, the navigation is woefully outdated, and the infotainment is incompatible with today’s phones. Still, the button-forward interior is a nice change of pace from modern vehicles' incredibly frustrating haptic touch surfaces. Build quality was excellent back then, and even with the significant mileage many of these W211s have traversed, touch surfaces and plastics are likely to be in good shape.
Finding one now isn’t too tricky, but they can be in rougher shape at nearly twenty years old. Things like suspension bushings, drivetrain mounts, and the SBC system will likely need attention if they aren't cared for already. Those cared for will likely have eclipsed 200,000 miles, though that shouldn’t necessarily scare you off. It’s not difficult to find examples nearing 400,000 miles, and as long as the rest of the car has been maintained in and around the driveline, there’s no reason it wouldn’t make excellent daily transport for the $4000-8000 they command. However, it can be a little more than that if you have the funds and the willingness to turn an old Mercedes sedan into a rolling burnout machine.
AMG themselves created a tuned diesel model in this same era, but it remains a forbidden fruit among enthusiasts, but the relatively pedestrian E320 CDI is a few choice modifications away from AMG-worthy power. In the words of FCP Euro’s Mercedes Expert, Danny Kruger, “The E320 CDI gets excellent economy, and with light modifications, they're super fast cars. I’m talking stock exhaust, stock turbo, and some fueling/intercooler/tune bolt-ons to make nearly 500wtq and a bit under 300whp.” That’s some serious power for any car, but European tuners like Black Smoke Racing have spent decades tinkering with diesels, thanks to their popularity across the pond, and have developed the OM648 into reliable performance at higher power levels.
BMW 328d (F30/F31) 2014-2016
As you may have realized, most of the above models in this article are relatively big; engines displace 3.0L or more, and bodies are midsize and up. While not too large, considering the trucks that are so popular in the states, there are a couple of options for those wanting a smaller diesel. Audi and VW offer several models with their smaller TDI engines, but if you’re looking for sportier dynamics and a slightly more up-market interior, the 328d is your best choice.
Over a decade has passed since the F30 debuted, and the cries of BMW brand cheapening and dilution have mostly subsided—thanks partly to the current era’s polarizing styling. Those who chose to stick with the 3-series were rewarded with a good chassis and a few good engines, albeit without the normally aspirated straight-six that owners had come to love. However, as with the previous generation, BMW brought over a diesel 3-series variant for the few US buyers looking for maximum economy.
Unlike its larger 535d sibling, the 328d uses the smaller N47T engine, a 2.0L turbocharged inline-four. A quick search shows that the little oil burner has had some significant issues, but all American-spec 328d models—which are essentially identical to the Euro 320d seen below—have the updated variant, mostly eliminating the timing chain issues that plagued the earlier engines offered in Europe. Like every other engine on the list, diesel-specific components like the DPF, EGR, and SCR system can cause faults and will need servicing, but not at a rate dissimilar to other engines. As long as the previous owner followed essential maintenance and made repairs when necessary, you should be trouble-free while enjoying the 180hp and 280 lb-ft of torque it produces.
Every 328d is mated to a ZF 8hp automatic gearbox and can be rear-wheel drive or xDrive in sedan, wagon, or Touring body styles. Curb weights can vary by a few hundred pounds between a rear-drive sedan and an xDrive wagon, but all 328d variants have a claimed 7.4s 0-60mph time. Obviously, that’s far from sporty, but BMW didn’t use the N47 to deliver the thrills of an M-built engine; instead, it effortlessly delivers over 40mpg on the highway. If you need more performance and have the budget, aftermarket ECU tunes and parts can boost power to a more respected level.
Engine aside, the F30 and F31 offer a wonderfully sized package with good styling and an interior blending modern infotainment with actual buttons. Sport and M-Sport packages aren’t too common, but the Premium Sound Package and the Technology Package are more so and supply the safety and tech features many vehicles offer as standard today. Under the Dakota leather and all the tech, the suspension gives any owner a good starting point for improving handling performance. RWD models can share control arms with sportier variants, including some M pieces, and the rubber bushing on RWD and xDrive models can be replaced with stiffer aftermarket pieces to tighten the steering. Coilovers are widely available if that’s what you’re after, but models specced with Adaptive Drive dampers will need coding or an EDC-delete kit.
As niche as diesel models can be, the 328d is widely available in all variants. On average, wagons cost more than sedans by a good 20%, and a great driver with miles will have an asking price in the mid-teens. Sedans with great options and lower mileage can reach those asking figures, but many aren't that and can be found and purchased for under $10,000. Find one that has the options for you and is in your budget, but consider spending a bit more or losing some options for an example with a better service history. Euro diesel techs are hard to come by, so purchasing a 328d that’s had all of its proper servicing will be best for longevity.
While these are the diesel models we've chosen, there are plenty more to go after. The Audi Q5 uses the same V6 as the Cayenne in a slightly smaller package while being a little more affordable to most, and the F15 X5 diesel presents a similar option with the N57 used in the 535d. There are plenty of older VW and Audi models to choose from, though most are based around the Golf. Regardless of what you end up desiring, these diesel models may just be your next best purchase. Head back to our homepage to find parts for your car and stay tuned to our Blog and YouTube channels for more great content!
