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Features of the BMW M57 engine
The BMW M57 engine has a cast-iron body, an aluminum cylinder head, a centrally vertical Common Rail injector, a 4-valve mechanism (as on), exhaust ports in the cylinder head (as on the M47) and glow plugs that are located on the intake side.
Pistons and nozzles in the M57 engine
This technology provides significantly lower fuel consumption, high performance and smooth operation in extreme conditions.
The piston forms the movable bottom wall of the combustion chamber. Its specially designed shape contributes to optimal combustion. Piston rings bridge the gap to the cylinder wall to allow for high compression and gas release into the crankcase.
The rotational movement of the crankshaft is transmitted to the camshaft via a chain drive. Thus, it determines the interaction between the movement of the piston stroke and the movement of the valves.
The oil pan is the lower integral element of the M57 motor and serves as a container for oil. Its position depends on the design of the front axle. In the M57, the oil sump features an aluminum housing with a built-in thermal oil level sensor and the oil pan gasket is made of metal (same as on the M47, common with E38 and E39).
The M57 belt drive on the BMW E38 and E39 consists of the following components: M57 belt drive on the BMW E38 and E39 
Given the high torque of the M57D30T2 engine, it was paired with an automatic 6-speed gearbox - which was usually used with 8-cylinder gasoline engines.
BMW M57D25 engine
This engine links the engines of the M51 and M57 families. 2.5 liter engine M57D25O0 was equipped with modern innovations and developed a power of 163 hp. It was installed only on and was produced from March 2000 to September 2003.
This engine was also available in a weaker version - 150 hp. and with a torque of 300 Nm. It was made specifically for Opel, which fitted it to an Omega B 2.5 DTI built between 2001 and 2003.
A more powerful, 117 hp version of the M57TUD25 ( M57D25O1) was slightly updated and was produced from April 2004 to March 2007. The cylinder diameter was increased by 4 mm, and the piston stroke was shortened by 7.7 mm, while the volume remained unchanged, and the power increased to 177 hp. The motor was installed on and.
Characteristics of the BMW M57D25 engine
| M57D25 | M57TUD25 | Y25DT | |
| Volume, cm³ | 2497 | 2497 | 2497 |
| The order of operation of the cylinders | 1-5-3-6-2-4 | 1-5-3-6-2-4 | 1-5-3-6-2-4 |
| Cylinder diameter / piston stroke, mm | 80/82,8 | 84/75,1 | 80/82,8 |
| Power, hp (kW)/rpm | 163 (120)/4000 | 177 (130)/4000 | 150 (110)/4000 |
| Torque, Nm/rpm | 350/2000-3000 | 400/2000-2750 | 300/1750 |
| Compression ratio, :1 | 17,5 | 17,0 | 17,5 |
| The engine control unit | DDE4.0 | DDE5.0 | DDE4.0 |
| Engine weight, ∼ kg | 180 | 130 | — |
BMW M57D30 engine
This 3.0-liter engine develops a maximum power of 184 hp. and a torque of 410 Nm. It was installed from 1998 to 2000 only on.
After upgrading the engine M57D30O0 acquired minor changes, namely the adjustment of the maximum torque value, from 390 to 410 Nm. In this configuration, the engine was installed on and on.
In addition, since 2000, another variant of this engine was introduced, which produced a maximum power of 193 hp, while the maximum torque remained unchanged. It installed on .
Characteristics of the BMW M57D30 engine
BMW M57TUD30 engine
This is an evolution of the previous engine, in which the cylinder diameter was increased to 88 mm and the piston stroke to 90 mm, in connection with which the volume increased to 2993 cc. This engine was produced in several versions. The first - M57D30O1, introduced in 2002, had a maximum power of 218 hp. It was installed on, and X5 3.0d E53.
The second option, introduced in 2003, is less powerful, 204 hp, it was installed on the E46 330d / Cd, 530d E60, 730d E65 and.
The third option is M57D30T1, the most powerful, is equipped with a double supercharger with two turbochargers arranged in a row. Thanks to this, the engine produces a maximum power of 272 hp. It was installed only on and on and brought the BMW team in the Paris-Dakar race 4th place in the overall ranking.
BMW M57TUD30 engine parameters
BMW M57TU2D30 engine
The latest evolution of the 3-liter M57 turbodiesel was produced in three versions with a capacity of 197, 231 and 235 hp. and respectively a torque of 400, 500 and 520 Nm.
The M57TU2 engine installed on the E65, in addition to increasing power output and torque, has the following improved technical features: reduced weight due to an aluminum crankcase, 3rd generation Common Rail system, piezo injectors, Euro 4 emissions compliance, diesel diesel particulate filter as standard and an optimized electric boost pressure actuator for the turbocharger with variable turbine geometry.
BMW M57 engine management system
The engines of the BMW M57 series are a large-sized, volumetric engine that replaced the M51 series of engines. These are reinforced diesel engines of increased power. High technical characteristics and a high environmental standard made it possible to make the power unit reliable and powerful.
Characteristics and features of motors
Diesel engines BMW M57 received an old cast-iron cylinder block with an increased cylinder size. A crankshaft with a piston stroke of 88 mm was placed inside the block, the length of the connecting rods was 135 mm, and the height of the pistons was 47 mm.
BMW with M57 engine
New cylinder head with two camshafts. It uses a common rail injection system and is turbocharged with an intercooler. Blowing in the M57 turbine Garrett GT2556V with variable geometry.
To all of the above, we add a two-row timing chain. With timely maintenance, the replacement of this element may not be required at all.
Consider the main technical characteristics of the M57 motors:
Name | Characteristics |
Manufacturer | |
Motor brand | |
engine's type | |
3.0 liters (2926 or 2993 cc) |
|
Power | |
Torque | 390/1750-3200 |
Cylinder diameter | |
Number of cylinders | |
Number of valves | |
Compression ratio | |
Economy | |
Fuel consumption | 7.1 liters for every 100 km in mixed mode |
Garrett GT2556V |
|
Engine oil | |
500+ thousand km |
|
Applicability | BMW 325d/330d/335d E46/E90 |
BMW M57 engine
- M57D30O0 (1998 - 2003) - M57D30 base engine with Garrett GT2556V turbocharger. Power 184 hp at 4000 rpm, torque 390 Nm at 1750-3200 rpm. The motor was intended for the BMW 330d E46 and 530d E39. For the BMW X5 3.0d E53 and 730d E38, a 184 hp version was produced. at 4000 rpm and with a torque of 410 Nm at 2000-3000 rpm.
- M57D30O0 (2000 - 2004) - a slightly more powerful version for the BMW E39 530d. Its return reaches 193 hp. at 4000 rpm, torque 410 Nm at 1750-3000 rpm.
For the BMW 730d E38, a modification was produced with a power of 193 hp. at 4000 rpm, the torque of which is 430 Nm at 2000-3000 rpm. - M57D30O1 / M57TU (2003 - 2006) - replacement for the M57D30O0 motor. The main differences of the M57TU series lie in the displacement of 3 liters and in the Garrett GT2260V turbine. The power of this engine is 204 hp. at 4000 rpm, torque 410 Nm at 1500-3250 rpm. You can meet him on the BMW 330d E46 and X3 E83.
- M57D30O1 / M57TU (2002 - 2006) - a more powerful version of the above motor. Power 218 hp at 4000 rpm, torque 500 Nm at 2200 rpm. They put it on the BMW E60 530d, 730d E65, X5 E53 and X3 E83.
- M57D30T1 / M57TU TOP (2004 - 2007) - top version of the M57TU. The main differences between the motor in two BorgWarner BV39 + K26 turbines. As a result, the power reached 272 hp. at 4400 rpm, and a torque of 560 Nm at 2000-2250 rpm.
- M57D30U2 / M57TU2 (2006 - 2010) - version for the BMW 525d E60 and 325d E90, released to replace the M57D25. The main difference is in the aluminum cylinder block, modified fuel and in accordance with Euro-4 standards. The internal combustion engine has a power of 197 hp. at 4000 rpm and a torque of 400 Nm at 1300-3250 rpm.
- M57D30O2 / M57TU2 (2005 - 2008) - a model with a return of 231 hp. at 4000 rpm and with a torque of 500 Nm at 1750-3000 rpm. The motor is on the E90 330d and E60 530d. For the 730d E65, torque has been increased to 520 Nm at 2000-2750 rpm.
- M57D30O2 / M57TU2 (2007 - 2010) - variation for E60 530d with 235 hp at 4000 rpm and with a torque of 500 Nm at 1750-3000 rpm. For models E71 X6 and E70 X5, the torque is increased to 520 Nm at 2000-2750 rpm.
- M57D30T2 / M57TU2 TOP (2006 - 2012) - the most powerful engine of the M57 series. It features two BorgWarner KP39 + K26 turbines. Motor power 286 hp at 4400 rpm, and a torque of 580 Nm at 1750-2250 rpm.
Name | Characteristics |
Manufacturer | BMW Plant Dingolfing |
Motor brand | |
engine's type | |
2.5 liters (2497 cc) |
|
Power | |
Cylinder diameter | |
Number of cylinders | |
Number of valves | |
Compression ratio | |
Economy | |
Fuel consumption | 6.7 liters for every 100 km in mixed mode |
Engine oil | |
400+ thousand km |
|
Applicability | BMW 525d/525d E39/E60 |
Overhaul of the BMW M57 engine
In addition to the main power unit, there are quite a few modifications that were used in the production process of BMW series cars:
- M57D25O0 (2000 - 2003) - the basic version of the M57 D25 with a Garrett GT2052V turbine. Engine power 163 hp at 4000 rpm, torque 350 Nm at 2000-2500 rpm. The engine was on the E39 525d, and the 150 hp version. went for Opel Omega B and was called Y25DT there.
- M57D25O1 (2004 - 2007) - an updated motor of the M57TU series. Power increased to 177 hp. at 4000 rpm, the torque is 400 Nm at 2000-2750 rpm. It uses a Garrett GT2056V turbocharger. This internal combustion engine is found in BMW E60 525d cars.
Service
Maintenance of M57 engines is no different from standard power units of this class. Maintenance of engines is carried out at intervals of 15,000 km. Recommended maintenance should be carried out every 10,000 km.
Checking the injectors of the BMW M57 engine
Typical malfunctions
In principle, all motors are similar in design and characteristics. So, let's consider what common problems can be found on the M57:
Replacing the Timing Chain BMW M57
- Detachment of the swirl flap. A typical malfunction for a series of M diesel engines.
- Noise and knocks. The crankshaft damper is worn out and needs to be replaced.
- Lost power. Often the problem lies in the exhaust manifold.
Conclusion
The M57 engine is a fairly reliable and high-quality diesel engine. All of them have a high rating and respect of motorists, experts. Maintenance of the power unit can be carried out independently. As for repairs, it is recommended to contact a service station.
Buying a prestige mid-range or higher class car with a 2-litre turbodiesel is like licking candy through a piece of paper. Low fuel consumption is important only to fleet managers. True connoisseurs prefer large volumes, power and high torque.
Fortunately, some manufacturers (in particular German ones) were well aware of this and have been offering 5 and 6-cylinder diesel engines since the 70s. Initially, they were not in great demand, as in many respects they lost to gasoline engines. But in the late 90s, German engineers proved that a diesel engine can be fast, economical and at the same time will not rumble like a tractor.
Today, almost 20 years have passed since the debut of two diesel units that once excited the imagination of fans of German cars: 3.0 R6 (M 57) BMW and 2.5 V 6 TDI (VW). Further evolution of these motors led to the appearance of 3.0 R6 N57 (since 2008) and 2.7 / 3.0 TDI (since 2003 / 2004). Let's try to figure out - whose engine is better?
A used car with a large diesel engine usually attracts a low price. But a hackneyed copy (and there are enough of them) most often leads to waste of money, time and nerves. Once again, we remind you that in Europe (the vast majority of cars with the engines in question are from there), large diesel engines are bought in order to drive a lot. It can be safely assumed that the minimum annual mileage of such cars is about 25,000 km. And second-hand copies with a diesel engine under the hood cross the border when the counter already shows numbers of the order of 200,000 km. Therefore, when choosing such cars, it is necessary to focus primarily on the technical condition and the search for traces of major body repairs in the past. Do not attach great importance to mileage.
Be careful. Some VW engines have proven to be real time bombs. We are talking about version 2.5 TDI V6, offered from 1997 to 2001. Much better, although not perfect, proved to be more modern 2.7 and 3.0 TDI, equipped with a common rail injection system and a chain-type timing drive.
If even higher strength is important, then it is worth showing interest in BMW engines. Both blocks (M 57 and N 57) have practically no design flaws and are considered among the best in their class. But that doesn't mean they don't break. Any diesel with high mileage can unexpectedly surprise you with an unpleasant surprise. Much depends on the operating conditions.
BMW M57
M57 appeared in 1998, replacing the M51. The newcomer borrowed some of the solutions from its predecessor. Among the innovations are the common rail injection system and the variable geometry turbine with vacuum vane control. From the very beginning, BMW turbodiesels had a timing chain drive. The M57 used two single-row chains.
As part of the first modernization in 2002, the M 57N (M 57TU) received a variable length intake manifold, a new generation common rail injection system and two turbines (272 hp version only). Another upgrade took place at the turn of 2004-2005 - M57N 2 (M 57TU 2). In the top version, piezo injectors and a DPF filter appeared. The 286-horsepower version has found 2 turbines. Based on the M57, a 2.5-liter unit M57D25 (M57D25TU) was created.
One of the main problems of the M 57N is defective intake manifold flaps. Often it came to their break. As a result, debris fell into the engine and damaged it. In the M57N2, this happens less often - the design of the mount has been revised. With high mileage, there are problems with the crankcase ventilation system, the EGR valve, injectors and glow plugs.
The timing chain proved to be quite strong, and its stretching is the result of brutal exploitation. In the N57 version, the chain was moved to the side of the box. So, if something happens to the drive (for example, the tensioner fails), then the repair costs will cause horror even among the most stress-resistant.
VW 2.5 TDI V6
The Volkswagen 2.5 V6 TDI also has difficult access to the timing drive (toothed belt). The 2.5-liter turbodiesel appeared in the VW asset back in the 90s. Then it was an in-line "five", which has mediocre characteristics and an archaic, by today's standards, design. The engine was used, in particular, in the Audi 100, Volkswagen Touareg and Transporter T 4, Volvo 850 and S80 of the first generation.
In the fall of 1997, a 2.5-liter V6 was introduced. It was a completely new engine, equipped with almost all the latest Volkswagen technology (except for the injectors). Thus, there are two rows of cylinders spaced 90 degrees (well balanced), an electronically controlled high pressure fuel pump, an aluminum cylinder head with four valves per cylinder and a balance shaft in the oil pan. During production, power increased from 150 to 180 hp.
The most prone to failures are the 2.5 TDI V6 versions offered from 1997 to 2001. In turbodiesels of that period (the first letter in the designation “A”), the camshaft cams wore out prematurely and the injection pump failed. Over time, the scale of problems decreased, but cases of destruction of the camshaft were recorded later, for example, in the Skoda Superb 2006 model year. The fuel injection pump resource has almost doubled - from 200 to 400 thousand km. But another problem remained unresolved: a malfunction in the oil pump drive circuit can lead to engine seizure. In addition, over time, the inflation system, EGR and flow meter fail.
BMW N57
The BMW N57 engine (since 2008) is a true masterpiece of engineering. The motor, depending on the version, is equipped with one, two or even three turbines and the most modern equipment. N57 is the direct successor to the M57. Each aluminum block engine features a forged crankshaft, particulate filter and CR injection system with high pressure piezoelectric injectors up to 2200 bar.
Unfortunately, the new engine received a timing chain from the side of the box, like the 2-liter N47. Fortunately, chain problems are less common in the 3.0L unit than in the 2.0d.
In 2011, an improved version of the 3.0d engine (N 57N, N 57TU) was introduced to the market. The manufacturer again returned to Bosch CRI 2.5 and 2.6 electromagnetic injectors, and also installed a more powerful fuel pump and more efficient glow plugs (1300 instead of 1000 C). Flagship N57S with 381 hp boasts three turbines and 740 Nm of torque.
Among the problems worth noting is the low resource of the attachment belt pulley and the exhaust gas recirculation (EGR) valve. Previously used expensive piezoelectric injectors are very sensitive to fuel quality, and the exhaust gas cleaning system does not tolerate frequent trips over short distances.
VW 2.7 / 3.0TDIV 6
The Volkswagen 2.7 TDI / 3.0 TDI engine (since 2003) is head and shoulders above its predecessor in terms of durability! Both units have a similar design, and both are designed by Audi engineers. The 3.0 TDI was the first to enter the market, and a year later (in 2004) the 2.7 TDI. The engines have 6 cylinders arranged in a V-shape, a common rail injection system with piezo injectors, a particulate filter, a forged crankshaft, a complex timing chain drive and an intake manifold with swirl flaps.
In 2010, a new generation of the 3.0 TDI engine was born. The swirl flaps, the variable displacement fuel pump were redesigned and the timing design was simplified (instead of 4 chains, 2 were installed). In addition, some versions received an exhaust gas treatment system powered by AdBlue.
In 2012, production of the 2.7 TDI was discontinued. Its place was taken by the weakest modification 3.0 TDI. At the same time, versions with double supercharging with a capacity of 313, 320 and 326 hp got under the hood of Audi.
The main problem with the first generation 2.7 / 3.0 TDI engine (2003-2010) is the timing chains. They stretch. You will have to spend up to 60,000 rubles on work together with spare parts. Fortunately, the design does not require removal of the engine.
In addition, owners often report problems with the flaps in the intake manifold. Symptoms: loss of power and engine malfunction indicator light. It is recommended to replace the intake manifold assembly, repairs do not last long.
Vehicles with engineBMW M57 3.0
M57: period 1998-2003; power 184 and 193 hp; Models: 3 series (E46), 5 series (E39), 7 series (E38), X5 (E53).
M57TU: period 2002-2007; power 204, 218 and 272 hp; Models: 3 series (E46), 5 series (E60), 7 series (E65), X3 (E83), X5 (E53).
M57TU2: period 2004-2010; Model index: 35d - 231, 235 and 286 hp; 25d - 197 hp (E60 after facelift, like 325d and 525d); Models: 3 Series (E90), 5 Series (E60), 6 Series (E63), 7 Series (E65), X3 (E83), X5 (E70), X6 (E71).
Version 3.0 / 177 HP in 2002-06 in Range Rover Vogue.
2.5-liter M57 engine in 2000-2003 Opel Omega (150 hp) and BMW 5 Series (E39; 163 hp). 2003-07 525d / 177 hp (E60).
Vehicles with engineBMW N57 3.0
N57: 2008-13, power 204 hp (only as 325d or 525d), 211, 245, 300, 306 hp; Models: 3 series (E90), 5 series (F10), 5 series GT (F07), 7 series (F01), X5 (E70) and X6 (E71).
N57TU: since 2011, Power 258 or 313 hp; Models: 3 series (F30), 3 series GT (F34), 4 series (F32), 5 series (F10), 5 series GT (F07), 6 series (F12), 7- th series (F01), X3 (F25), X4 (F26), X5 (F15), X6 (F16).
N57S: since 2012;. power 381 hp; Models: M550d (F10), X5 M50d (E70 in 2013 and then F15), X6 M50d (E71 in 2014 and then F16) and 750D (F01). The engine is equipped with three turbochargers.
Vehicles with engineVW 2.5TDI V6
The 2.5 V6 TDI engine had many designations (eg AFB), but let's just look at years of production and power.
Audi A4 B5 (1998-2001) - 150 hp s., B6 and B7 (2000-07) - 155, 163, 180 hp s., A6 C5 (1997-2004) - 155 and 180 liters. s., A6 Allroad (2000-05) - 180 hp With. A8 D2 (1997-2002) - 150 and 180 hp With.
Skoda Superb I: 155 hp With. (2001-03) and 163 hp With. (2003-08).
Volkswagen Passat B5 (1998-2005): 150, 163 and 180 l. With.
Vehicles with enginesVW 2.7 / 3.0TDIV 6
Audi A4 B7 (2004-08) - 2.7 / 180 l. s., 3.0 / 204 and 233 liters. With.;
A4 B8 (2008-15): 2.7 / 190 hp With. (2012), 3.0 / 204, 240, 245 pp. With.;
A5: 2.7 / 190 l. s., 3.0 / 204, 240 and 245 liters. With.;
A6 C 6 and Allroad (2004-11): 2.7 / 180 and 190 hp, 3.0 / 224, 233 and 240 hp;
A 6 C 7 and Allroad (since 2011) 3.0 / 204, 218, 245, 272, 313, 320, 326 hp;
A7 (since 2010): 3.0 / 190-326 hp;
A8 D3 (2004-10): 3.0 / 233 hp;
A8 D4: 3.0 / 204-262 HP;
Q5 (since 2008): 3.0 / 240, 245, 258 hp;
SQ5 (since 2012): 313, 326 and 340 hp;
Q7 (2005--15): 3.0 / 204-245 HP;
Q7 (since 2015): 3.0 / 218 and 272 hp, and hybrid.
The 3.0 TDI was also used in the VW Touareg I and II, Phaeton; Porsche Cayenne and Macan.
The history of the creation of the M57 engine line dates back to 1998. She replaced a series of diesel engine installations marked M51. M57 engines as a whole have high reliability and economic indicators, combined with good technical characteristics. Thanks to this, engines from this series have received a large number of international awards. The development of M57 engine installations was carried out on the basis of the previous generation, whose name is M51. The e39 model became the most common version on which the M57 power plants were installed.
Fuel system and cylinder block
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The fuel injection system in the M57 series engines is called Common Rail. These units also use a turbocharger and an intercooler. Each modification from this line has a turbocharger. The most powerful of them are additionally equipped with two turbine superchargers. Turbines for these engines are supplied by Garret. They are marked as follows: GT2556V. These turbine units have variable geometry.
The camshafts rotate due to the timing chain, the resource of which is very long. With careful operation of the car and careful attitude to the engine installation, the replacement of the chain can not be done at all, since it is made very high quality. The conical recess made on the surface of the pistons provides improved mixing of the working mixture. The connecting rod journals of the crankshaft are located at an angle of 120 degrees. Thanks to the ideally matched movement of the masses in the engine, vibration is practically absent during the operation of the unit.
The cylinder block is made of cast iron. Compared with the previous generation, the cylinder diameter was increased, its value was 84 mm. The crankshaft piston stroke is 88 mm, the length of the connecting rods and the height of the pistons are 135 and 47 mm, respectively. The working volume of engines in the M57 line is 2.5 and 3 liters. Modifications M57D30 and M57D25 are the earliest versions. The M57D30TU version was produced in the largest number among other M57 engines. The engine number is located near the starter.
Unlike the cylinder block, the head of this block is made of aluminum. The crankshaft has a design that has twelve counterweights. The camshafts are driven by a single row roller type chain. The gas distribution mechanism is equipped with 24 valves, therefore, there are 4 valves for each cylinder. Valves and springs are borrowed from the M47 diesel engine. In these engines, the valves are pressed not directly, but with the help of a lever. Valve dimensions: inlet and outlet 26 mm, valve stem diameter 6 mm. The last engine in this series was marked. M57TUD30
The second generation of M57 engines
In 2002, for the first time, a new version of the engine marked M57TUD30 was installed in cars, the cylinder displacement is exactly 3 liters. This was made possible by increasing the piston stroke on the crankshaft to 90 mm. They also installed a new model of the Garrett GT2260V turbine and a DDE5 engine control unit.
The most powerful modification was named M57TUD30TOP. Its difference is that it has 2 turbocharged compressor units of various sizes: BorgWarner KP39 and K26. With their help, a high boost pressure is achieved, which is 1.85 bar. In this internal combustion engine, the compression ratio reaches 16.5. This engine was later replaced by a modified version with the M57D30TOPTU.
All engines of the M57 series have electronic adjustment of the impeller geometry. Also, in the Common Rail direct fuel injection system, a pressure accumulator is installed. Thanks to the intercooler, it is possible to increase the amount of air supplied. The oil level in the engine is controlled by electronic sensors. To accurately supply the required amount of fuel to the combustion chambers of the engine, a piezo injector is used, located in the injection system. It also helps to provide improved economic and environmental performance. To fully comply with all environmental standards for diesel engines, the designers installed intake manifolds with swirl flaps on all units of the M57 line. When the engine is running at a low crankshaft speed, each damper closes one intake port, resulting in improved mixture formation and fuel combustion.
Also in these motors, an exhaust gas recirculation valve - USR is installed. Its function is to return part of the exhaust gases back to the working chambers of the engine cylinders, which allows for better combustion of the fuel-air mixture. Depending on the modification, the engine is equipped with two types of control units: Bosch DDE4 or DDE6.
In 2005, new engine modifications from the M57 line appeared, which received the M57D30TU marking. They have a lightweight aluminum cylinder block, an improved Common Rail system, new piezo injectors, improved camshafts, and an exhaust manifold made of cast iron. The diameter of the intake valves in new engines is 27.4 mm. Despite the installation of an upgraded Garrett GT2260VK turbocharger and DDE6 Electronic Control Unit, the engine complies with Euro-4 environmental standards.
The TOP version was replaced by a motor unit with the index M57D30TU2. In it, the designers used two turbines from BorgWarner: KP39 and K26. The total boost pressure was 1.98 bar. Also for the first time used electronic control unit Bosch seventh generation DDE7. This engine became the final unit of the M57 line and was produced until 2012. However, since 2008, it has been gradually replaced by a new generation of diesel engines with the N57 marking.
The main disadvantages and advantages of BMW engines from the M57 line
These power plants are very demanding on the quality of the fuel fluid. If you use low-quality diesel fuel, which is of dubious origin, it can lead to failure of the fuel pump, injectors and other elements of the fuel system. These parts are very expensive, so if they break down, the owner will have to fork out well to repair the engine. Under normal operating conditions, the average life of the injectors is 100,000 km. The high-pressure fuel pump is made quite well, compared with the unit installed on the M51 engines. Turbine plants have a very high resource, which often exceeds 450,000 km. However, if low-quality lubricants are used, then the life of the main engine elements can be significantly reduced. Oil change must be carried out in conjunction with the plastic cover of the filter element housing, since it is most often deformed during filter replacement.
Also, the engines of this series are very sensitive to overheating, especially the M57D30UL version. This can lead to a lot of trouble, including costly repairs. The weak point is the exhaust gas recirculation valve. Air mixture flow sensors and electro-vacuum hydraulic engine mounts break a little less. These elements must be replaced at approximately 200,000 km. You can often see oil marks on the pipes leading from the turbo element to the intercooler, as well as from the vent valve to the turbine. Despite the fact that many sin on the turbine and replace it, however, the reason lies elsewhere. Oil separator does not provide cut-off of crankcase gases. As a result, oil vapors settle on the surface of the nozzles. To ensure the frequency of the supplied air, it is necessary to replace the roller that cleans the crankcase gases, together with the oil in the engine. Also, we must not forget to flush the cyclone, which is also designed to clean oil.
As well as in the engines of the M47 series, unreliable swirl flaps are installed here. In the worst case, they can come off and get into the motor cavity. The consequences of this can be very serious. In order to protect themselves from such a situation, the owners remove the dampers by installing special plugs and flashing the electronic control unit, after which the engine can function without these elements. Also, with a run of more than two hundred thousand, problems with the crankshaft damper may appear. Signs of damper failure are the appearance of extraneous noise and knocks.
Problems with the exhaust manifold appear among car owners with the M57D30OLTU engine. If it malfunctions in the engine compartment, you can hear the smell of exhaust gases. You can also feel the deterioration of the car's traction. Many replace the manifold with cast iron units installed on other M57 engines.
Summing up, we can say that the BMW M57 in-line six-cylinder engines are reliable units if you treat them with care and use high-quality lubricants and consumables. Contract engines are quite easy to find, since a huge number of cars have been produced with these power plants under the hood. Estimated price is about 60 thousand rubles. For a long engine life, the best option is: 5W40.
Over the entire period of production, engines from the M57 series were installed on the following BMW cars: 3 (E46 (sedan, touring, coupe, convertible, compact), E90, E91, E92, E93), 5 (E39, E60, E61), 6 (E63 , E64) and 7 series (E38, E65, E66), as well as X3 (E83), X5 (E53, E70) and X6 (E71) crossovers.
Specifications
| Modification | Volume | Power, torque @ revolutions | Maximum turns | Year |
|---|---|---|---|---|
| M57D25 | 2497 | 163 HP(120 kW)@4000, 350 Nm@2000-2500 | 4750 | 2000 |
| M57TUD25 | 2497 | 177 HP(130 kW)@4000, 400 Nm@2000-2750 | 4750 | 2004 |
| M57D30 | 2926 | 184 HP(135 kW)@4000, 390 Nm@1750-3200 | 4750 | 1998 |
| 2926 | 184 HP(135 kW)@4000, 410 Nm@2000-3000 | 4750 | 1998 | |
| 2926 | 193 HP(142 kW)@4000, 410 Nm@1750-3000 | 4750 | 2000 | |
| M57TUD30 | 2993 | 204 HP(150 kW)@4000, 410 Nm@1500-3250 | 4750 | 2003 |
| 2993 | 218 HP(160 kW)@4000, 500 Nm@2000-2750 | 4750 | 2002 | |
| 2993 | 245 HP(180 kW)@4000, 500 Nm@2000-2250 | 4750 | 2008 | |
| 2993 | 272 HP(200 kW)@4000, 560 Nm@2000-2250 | 5000 | 2004 | |
| M57TU2D30 | 2993 | 231 HP(170 kW)@4000, 500 Nm@2000-2750 | 4750 | 2005 |
| 2993 | 286 HP(210 kW)@4000, 580 Nm@2000-2250 | 4750 | 2004 |
BMW cars have always been distinguished by the fact that their production provided for the widest range of power units installed in them. Engines could be gasoline or diesel, have a different displacement and power, all this made it possible to make a choice of a particular machine. At the same time, there were significantly more variations of cars with gasoline engines than with diesel units, however, many compression ignition engines require special attention due to their successful design and high reliability. A separate example is the M57 engine.
M57 engine and its distinguishing features
The power unit was designed by BMW and its production began in 1998. The motor has several of its modifications, changes and improvements were made as performance was studied, and not all implemented engineering improvements had the same effect on the reliability of the unit.
The engine has an in-line and six-cylinder design. The material of the cylinder block was cast iron, only on the most recent versions the block was made of aluminum alloy to achieve low weight. The cylinder head is made of aluminium. The main innovation of this engine was the common rail diesel fuel injection system, with which it was possible to achieve high engine performance. The gas distribution system included the operation of two camshafts driven by a chain. The volume of the engine was 2.5 and 3 liters, depending on the modification. All power units had a piping system, in some versions two blowing turbines were installed.
Considering that any inline six-cylinder engine is the least prone to the appearance of vibrations of various kinds, the new M57 turned out to be a powerful, economical and balanced engine, and this is what led to an increased service life. The mileage of this unit before the overhaul usually exceeded 500,000 km, and sometimes reached 1,000,000 km!
A short list of features of the M57 motor:
- crankshaft with 12 balancers (balance weights);
- camshaft drive from one single-row type chain;
- not direct control of gas distribution valves, but through levers;
- pistons have a special bottom geometry that affects the quality of the fuel mixture;
- accumulator-type fuel injection system, under constant rail pressure;
- electronically adjustable air compressor blades;
- high level of balance.
An important characteristic of all M57 engines is their ability to provide high torque at low crankshaft speeds (exact data depends on the modification) and average maximum speeds, which has led to an increase in service life.
Technical characteristics of some modifications of the M57 motors
The first samples of the units had less power with a greater mass. As the modernization progressed, the power characteristics grew, and the weight of the engines was reduced due to the use of aluminum as the material for the cylinder block.
It is important to note that some samples of the M57 of certain modifications could have both a cast iron and an aluminum block.
BMW M57D25 engine:
- power, hp / rpm - 163/4000;
- working volume, cm3 - 2497;
- cylinder diameter and piston stroke, mm - 80/80.2;
- maximum torque, Nm / rpm - 350/2000–3000;
- weight, kg - 180.
This motor was installed on cars with an E39 (525d) body. The installation period took the interval from 2000 to 2003. Other modifications were installed on cars with a body of E60 and E61, (2004-2007).
BMW M57D30 engine:
- power, hp / rpm - 184/4000;
- working volume, cm3 - 2926;
- cylinder diameter and piston stroke, mm - 84/88;
- maximum torque, Nm / rpm - 410/2000–3000;
- weight, kg - 162.
The motor was installed on a car with an E46 body (1998-2000), the M57D30O0 modification was installed on the E38 (730d), E53 (X5) bodies. The latest version of the motor was in E39 (530d).
BMW M57TUD30 engine:
- power, hp / rpm - 218/4000;
- working volume, cm3 - 2993;
- maximum torque, Nm / rpm - 500/2000–2700;
- weight, kg - 150.
The first modification of this motor was installed on the bodies of the E60, E61, E65, E53. A weaker second modification was also installed on the E46, E6, E65, E83 (X3) bodies. The most powerful double-acting turbocharged version was installed only on the E60 and E61.
BMW M57TU2D30 engine:
- power, hp / rpm - 197;
- working volume, cm3 - 2993;
- cylinder diameter and piston stroke, mm - 84/90;
- torque, Nm / rpm - 400/1300;
- weight, kg - 170.
The motors had three modifications, differing in power and torque. Units with 193 hp were installed on the following bodies: E90, E91, E92, E93, E60. Engines with a power of 231 hp stood on such cars: E90, E91, E92, E93, E60, E61, E65, E66. The most powerful modifications were also used in cars with E60, E61, E70 and some X6 bodies.
All motors had a common design scheme and, regardless of specific modifications, had a significant resource. The differences were dynamic characteristics and efficiency factors. However, engines with increased power, equipped with two turbochargers, were the most complex and had slightly less overrun due to increased loads on the main parts.
Typical malfunctions of the power unit M57
The main problem of this engine, like other diesel engines, is low-quality diesel fuel with a high sulfur content. This, as a rule, leads to the failure of the injection nozzles. This is especially true in engines that were produced after 2003, since they installed new-style injectors, whimsical to fuel quality and non-repairable. At the same time, there are known problems with fuel filters, which become clogged with paraffin-like inclusions that appear in poor fuel at low temperatures.
Units and parts that can fail for structural reasons:
- gas recirculation valve;
- engine hydraulic mounts;
- collector flaps (weakening);
- oil filter housing cover;
- problems of cleaning crankcase gases going to the turbine.
The vast majority of problems are caused by the use of low-quality fuel. The precision common rail injection system requires the use of high-class fuel, the purchase of unknown diesel fuel leads to premature failure of injectors and high-pressure fuel pumps, the repair or replacement of which is expensive.
The M57 engine is a classic example of an attempt to create a powerful and at the same time economical unit that has the best physical performance in engines of this class.
