Bmw m57 problems. BMW M57: one of the most reliable Bavarian engines

12.10.2019

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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. The M57 oil sump features an aluminum housing with a built-in thermal oil level sensor and a metal oil sump gasket (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. 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

4813 22.01.2018

The BMW M57 engine series is a six-cylinder in-line diesel engine that replaced the M51 diesel engine in 1998. They are one of the best in the line of BMW powertrains. The M57 series has been repeatedly awarded at international competitions.

The cylinder head of the M57 engine is cast aluminum. The crankshaft is designed with 12 counterweights. The two camshafts are driven by a single row roller chain. There are 24 valves of the gas distribution mechanism, 4 per cylinder. Pressing the valve is not direct, but through a lever. Valve sizes: inlet 26 mm, outlet 26 mm, valve stem diameter 6 mm. Valves and springs are the same as on the related 4-cylinder diesel M47.

The rotation of the camshafts is given by the timing chain, which has a huge resource and under normal conditions, chain replacement may not be necessary at all. The pistons are made with a conical recess to improve the mixing of the working mixture. The camber angle of the connecting rod journals of the crankshaft is 120 degrees. The movement of the masses is balanced in such a way that the running engine is almost stationary.

It uses a common rail injection system and is turbocharged with an intercooler. Blowing in the M57 turbine Garrett GT2556V with variable geometry. All engine modifications are equipped with a turbocharger, and some of them with two turbochargers.

The most powerful version was called the M57TUD30 TOP and featured two BorgWarner KP39 and K26 turbochargers of different sizes (boost pressure 1.85 bar), pistons with a compression ratio of 16.5.

Turbochargers have electronically adjustable impeller geometry. The engine was equipped with a Common Rail direct injection fuel system with a pressure accumulator. The intercooler helps increase the amount of air supplied. Engine oil level control electronic. The use of a piezo injector in the injection ensures accurate fuel supply, reduced fuel consumption and increased environmental friendliness of exhaust gases.

In order for the engine to meet all the necessary environmental requirements, an intake manifold with swirl flaps was installed on the M57, which at low speeds block one inlet channel, which improves mixture formation and fuel combustion. Also on this engine is the EGR valve, which also improves the exhaust by directing some of it back into the cylinders for even better combustion. The motor is controlled by the Bosch DDE4 or DDE6 unit (on the most powerful modification).

The TOP version was replaced with a new one - M57TU2D30 TOP, which was equipped with two BorgWarner KP39 and K26 turbines (boost pressure 1.98 bar) and a DDE7 ECU. Production of the M57 continued until 2012, but since 2008 it has been changed to a newer N57 diesel engine.

Problems and disadvantages of enginesBMW M57

The engine is very picky about diesel fuel. The use of low-quality diesel fuel of dubious origin leads to premature failure of the injectors of the injection system and the fuel pressure regulator. The resource of injectors on the M57 is about 100 thousand km.

The injection pump has become more reliable and does not require frequent intervention, unlike the M51 series engines.

The service life of the turbine is very long and can exceed 300-400 thousand km, but when using low-quality engine oil, the resource can be greatly reduced. Before changing the oil, it is worth purchasing an oil filter housing cover. It is plastic and most often cracks when replacing the filter element.

Like its predecessor, the M57 engine is sensitive to overheating, which leads to a lot of trouble and costly repairs. A common problem for BMW engines is the gas recirculation valve. Rarely do air flow meters fail. Electrovacuum hydromounts of the motor die by 200 thousand km. run.

A tricky problem that immediately pushes to replace the turbine is the oil sweating of the pipes from the turbine to the intercooler, or from the crankcase ventilation valve to the turbine. The oil separator does not perform its function of cleaning crankcase gases. Permanent oil vapors settle on the nozzles and appear through loose connections and worn flanges. To ensure that the air supplied is clean, the crankcase gas cleaning roller is changed at each oil change. It does a better job of cleaning oil than a cyclone, which you must remember to flush.

As with the M47, there is a problem with swirl flaps that can break off and get into the motor, bringing it to a real non-working state. It is best to quickly remove the dampers by installing plugs and flashing the ECU to work without these miracle devices.

Extraneous knocks and noises on the BMW M57 engine appear when the crankshaft damper is worn.

If the in-line diesel "six" M57 suddenly stopped producing rated power, and exhaust gases appeared in the engine compartment, then the exhaust manifold should be inspected for cracks. As a rule, the TU-version manifold cracks, it can be changed to cast iron from the M57 non-TU-version.

The chain on the M57 motor (as well as on its successor N57) runs very long and practically does not stretch. This is the qualitative advantage of this engine from the 2-liter N47 / M47.

In general, the M57 diesel engine is very reliable and lasts as long as possible, naturally with proper care, using good fuel and oil. High-quality fuel is very important here, otherwise the fuel system will quickly become unusable. Observing the norms of normal operation, the resource of the M57 engine will be more than 500 thousand km.

The engine for your car you can on our website

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 M57 engine

M57D30 engine specifications

Production	Steyr Plant
Engine brand	M57
Release years	1998-2012
Block material	cast iron aluminum (M57TU2)
engine's type	diesel
Configuration	in-line
Number of cylinders	6
Valves per cylinder	4
Piston stroke, mm	88 (M57D30) 90
Cylinder diameter, mm	84
Compression ratio	16.5 (TOP) 18
Engine volume, cc	2926 2993
Engine power, hp / rpm	184/4000 193/4000 197/4000 204/4000 218/4000 231/4000 235/4000 272/4400 286/4400
Torque, Nm/rpm	390/1750-3200 410/1750-3000 400/1300-320 410/1500-3250 500/2000-2750 500/1750-3000 500/1750-3000 560/2000-2250 580/1750-2250
Environmental regulations	Euro 3 Euro 4 (M57TU2)
Turbocharger	Garrett GT2556V Garrett GT2260V BorgWarner BV39+K26 BorgWarner KP39+K26
Engine weight, kg	~200
Fuel consumption, l/100 km (for 335d E90) - city - track - mixed.	9.7 5.6 7.1
Oil consumption, g/1000 km	up to 700
Engine oil	5W-30 5W-40
How much oil is in the engine, l	6.75(M57) 7.5 (M57TU2) 8.25 (M57TU)
Oil change is carried out, km	7000-8000
Operating temperature of the engine, hail.	~90
Engine resource, thousand km - according to the plant - on practice	- 500+
Tuning, HP - potential - no loss of resource	250+ -
The engine was installed	BMW 325d/330d/335d E46/E90 BMW 525d/530d/535d E39/E60 BMW 635d E63 BMW 730d E38/E65 BMW X3 E83 BMW X5 E53/E70 BMW X6 E71 range rover

Reliability, problems and repair of the BMW M57 engine

Motors of the M57 series began to be installed on Munich cars since 1998 and replaced the diesel M51. The new M57 was developed on the basis of its predecessor, it also uses a cast-iron cylinder block, but the diameter of the cylinders themselves is increased to 84 mm, a crankshaft with a piston stroke of 88 mm, a connecting rod length of 135 mm, and a piston height of 47 mm are placed inside the block. All this gives a working volume of almost 3 liters, namely 2.93 liters.
On top of this block is an aluminum DOHC head with 24 valves. Valve sizes: inlet 26 mm, outlet 26 mm, valve stem diameter 6 mm. Valves and springs are the same as on the related 4-cylinder diesel M47.
The rotation of the camshafts is given by the timing chain, which has a huge resource and under normal conditions, chain replacement may not be necessary at all.
It uses a common rail injection system and is turbocharged with an intercooler. Blowing in the M57 turbine Garrett GT2556V with variable geometry.

In 2002, the production of an updated version of the M57TUD30 began, the working volume of which was tightened to a round figure of 3 liters by installing a crankshaft with a piston stroke of 90 mm. The turbine was replaced with a Garrett GT2260V, and the control unit here is DDE5.
The most powerful version was called the M57TUD30 TOP and featured two different sized BorgWarner KP39 and K26 turbochargers (boost 1.85 bar), pistons with a compression ratio of 16.5, and controlled the entire DDE6 ECU.

Since 2005, versions of the M57TU2 have gone, in which there was a lightweight aluminum cylinder block, an updated Common rail, piezo injectors, new camshafts, intake valves of this engine were increased to 27.4 mm, a cast-iron exhaust manifold was also used, a Garrett GT2260VK turbocharger, a DDE6 ECU and all this corresponded Euro-4 standards.
The TOP version was replaced with a new one - M57TU2D30 TOP, which was equipped with two BorgWarner KP39 and K26 turbines (boost pressure 1.98 bar) and a DDE7 ECU.

In addition to numerous versions, a 2.5-liter modification M57D25 was created on the basis of the M57D30.

Production of the M57 continued until 2012, but since 2008 it has been changed to a newer diesel N57.

BMW M57D30 engine modifications

1. 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.
2. M57D30O0 (2000 - 2004) - a slightly more powerful version for 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.
3. 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.
4. 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.
5. M57D30T1 / M57TU TOP (2004 - 2007) - top version of 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.
6. M57D30U2 / M57TU2 (2006 - 2010) - version for BMW 525d E60 and 325d E90, released to replace 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.
7. 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.
8. 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.
9. 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.

Problems and disadvantages of BMW M57 engines

1. Swirl flaps. As with the M47, there is a problem with swirl flaps that can break off and get into the motor, bringing it to a real non-working state. It is best to quickly remove the dampers by installing plugs and flashing the ECU to work without these miracle devices.
2. Knocks, noises. This is the second popular problem with the crankshaft damper, see what condition it is in, it may need to be replaced.
3. Lost power, exhaust inside the car. Most often, the problem is a cracked exhaust manifold, it is changed to cast iron from M57 not TU.

The resource of injectors on the M57 is about 100 thousand km. The service life of the turbine is very long and can exceed 300-400 thousand km, but when using low-quality engine oil, the resource can be greatly reduced.
In general, the M57 diesel engine is very reliable and lasts as long as possible, naturally with proper care, using good fuel and oil. High-quality fuel is very important here, otherwise the fuel system will quickly become unusable. Observing the norms of normal operation, the resource of the M57 engine will be more than 500 thousand km.

BMW M57 engine tuning

Chip tuning

Motors of the M57TU2 series are well tuned and with a regular firmware you can increase the power by about 40 hp, and with a downpipe another + 10-20 hp. The power of the 335d/535d/635d can be raised to 330-340 hp, and on Stage 2 with a downpipe, you can get 360 hp.
The older M57TU series gives a similar result: plus 40 hp. and more + 10-15 hp with downpipe.
The very first versions of the M57D30 with ECU firmware give about 220 hp.

BMW's best diesel engine, technical introduction to the M57 fuel system.
Brief description of the operating principle.
In the M 57 engine, for the first time in BMW diesel engines, an injection system with a high-pressure accumulator (Common Rail) was used. With this new principle of injection by a high-pressure fuel pump, a high pressure is created in the Common Rail fuel line common to all injectors, which is optimal for the current engine operating mode.

In the Common Rail system, injection and compression are decoupled. The injection pressure is generated independently of the engine speed and the amount of fuel injected and is stored in the "Common Rail" (high pressure fuel accumulator) for injection.

The start of injection and the amount of injected fuel are calculated in the DDE and implemented by the injector of each cylinder via a controlled solenoid valve.

System device

The power supply system is divided into 2 subsystems:

low pressure system
high pressure system.

The low pressure system consists of the following parts:

fuel tank,
fuel pump,
leakage protection valves,
additional fuel priming pump,
fuel filter with inflow pressure sensor,
pressure limiting valve (LP system);
and on the side of the fuel return flow from:
fuel heater (bimetallic valve),
fuel cooler.,
distribution pipe with throttle.

The high pressure system consists of the following parts:

high pressure pump,
high pressure fuel accumulator (Rail),
pressure reducing valve,
rail pressure sensor,
nozzle.

System pressure is approx.

in the ND system

on the supply side 1.5< р < 5 бар
on the outlet side< 0,6 бар
in HP system 200 bar< р < 1350 бар

And now a little more detail on each system:

General scheme m57

1 FUEL high pressure pump (CP1)
2 pressure reducing valve
3 high pressure accumulator (Rail)
4 rail pressure sensor
5 injector
6 differential pressure valve
7 bimetal valve
8 fuel pressure sensor
9 fuel filter
10 additional fuel priming pump
11 fuel cooler
12 throttle
13 tank with ECR
14 pedal sensor
15 crankshaft incremental encoder
16 coolant temperature sensor
17 camshaft sensor
18 boost pressure sensor
19 HFM
20 turbocharger (VMT)
21 2xEPDW for AGR
22 VNT control
23 vacuum distributor

Node Description

The fuel tank in the E39 (M 57) and E38 (M 57, M 67) models was adopted from the corresponding version with the M 51TU engine.

Two leakage protection valves prevent fuel from escaping in the event of an accident (eg overturning).

1 fuel tank
2 Fuel pump

The electric fuel pump (EKR) is located inside the fuel tank, in its right half.

(sliding roller pump) - E39 / E38

1 - suction side
2 - movable plate
3 - roller
4 - base
5 - discharge side

An electric fuel pump delivers fuel from the tank pot to the engine and drives the jet pumps in the left and right halves of the tank. The jet pumps, in turn, supply fuel to a pot in the right half of the fuel tank.

The pump is controlled by the controller through the ECR relay.

Additional fuel - priming pump

The task of the additional fuel priming pump is to provide the high pressure fuel pump with a sufficient amount of fuel:
in any mode of engine operation,
with the required pressure
during the entire service life.

An additional fuel priming pump in the M57 E39 / E38 engine - "inline" - an electric fuel pump (EKR), because it is located on the fuel supply line.

It is located under the bottom of the vehicle and is designed as a screw pump (high performance).

Consequences in case of failure

OOE indicator warning light
power loss at speeds > 2000 rpm. (i.e. moving uphill with a rotational speed< 2000 об / мин. возможно, при >2000 rpm engine will stall).

fuel filter - installation location in E38 M57

The fuel filter cleans the fuel before it enters the high pressure pump and thus prevents premature wear of sensitive parts. Insufficient cleaning can cause damage to pump parts, pressure valves and nozzles.

It does not have an electric fuel heater and water separator. The filter is similar to that used in the M51T0 engine.

The electrical contact is connected to the supply pressure sensor.

Fuel filter

To prevent clogging of the filter with paraffin flakes at low temperatures, there is a bimetallic valve in the fuel return line. Through it, the heated return fuel is mixed with the cold fuel from the tank.

The inflow pressure sensor is located in the fuel filter housing behind the filter element. It is a special BMW part.

fuel filter with inflow pressure sensor - installation location in E38 M57

Its task is to measure the inflow pressure to the high pressure fuel pump (TNFP) in the fuel line.

In this way, the DDE has the possibility, at reduced intake pressure, to reduce the amount of injected fuel so much that a reduction in engine speed and rail pressure occurs. This reduces the required amount of fuel supplied to the high pressure pump. This achieves the possibility of increasing the inflow pressure in front of the injection pump to the required level.

At supply pressure< 1,5 бар возможно повреждение ТНВД вследствие недостаточного наполнения.

With a pressure difference between the intake and discharge fuel lines on the injection pump<0,5 бар, двигатель резко глохнет (защита насоса).

The pressure relief valve is located between the fuel filter and the high pressure fuel pump. It is located in the connecting wire connecting the inlet fuel line before the injection pump and the fuel return line after the injection pump.

The function of the pressure relief valve is identical to that of the safety valve. It limits the inflow pressure to the high pressure pump to 2.0 - 3.0 bar. Excess pressure is eliminated by redirecting excess fuel to the fuel return line.

It protects the high pressure pump and the auxiliary fuel pump from overload.

Consequences in the event of a malfunction

increased pressure shortens the life of the additional fuel priming pump,
increased flow noise in the area of high pressure fuel pump and additional fuel priming pump,
possible extrusion of the oil seal of the high-pressure fuel pump.

High pressure pump

The high pressure fuel pump (TNVD) is in front

on the left side of the engine (comparable to the distribution injection pump).

Task

The high pressure pump is the interface between the low and high pressure systems. Its task is to supply a sufficient amount of fuel at the required pressure in all engine operating modes throughout the entire life of the vehicle. This also includes providing a supply of reserve fuel necessary for a quick start of the engine and a rapid increase in rail pressure.

Device

- drive shaft
- eccentric
- plunger pair with plunger
- compression chamber
- inlet valve
- element shut-off valve (BMW does not have) 7 - exhaust valve
3 - seal
- high pressure fitting to the rail
- pressure reducing valve
- ball valve 12 - fuel return
-fuel release
- safety valve with throttle
- low pressure channel to the plunger pair

high pressure fuel pump - longitudinal section (CP1)

high pressure fuel pump - cross section

Operating principle

Fuel is supplied through a filter to the injection pump inlet (13) and the safety valve behind it. Then it is injected through the throttle hole into the low pressure channel (15). This channel is connected to the lubrication and cooling systems of the high pressure pump. Therefore, the injection pump is not connected to any lubrication system.

The drive shaft (1) is driven by a chain drive at a speed slightly higher than half the engine speed (max. 3300 min. "1). Via the eccentric (2), in accordance with its shape, three plunger (3).

When the pressure in the low pressure channel exceeds the opening pressure of the inlet valve (5) (0.5 - 1.5 bar), the fuel pump pumps fuel into the compression chamber whose plunger moves down (suction stroke), when the plunger passes the dead point, the inlet valve closes. The fuel in the compression chamber (4) is closed. Now it is being compressed. The resulting pressure opens the release valve (7) as soon as the rail pressure is reached. The compressed fuel enters the high pressure system.

The pump plunger pumps fuel until it reaches top dead center (discharge stroke), after which the pressure drops so that the exhaust valve closes. The residual fuel is diluted. The plunger moves down.

When the pressure in the compression chamber drops below the pressure in the low pressure port, the inlet valve reopens. The process starts from the beginning.

The high pressure pump constantly creates system pressure for the high pressure accumulator (rail). Rail pressure is controlled by a pressure reducing valve.

Since the high-pressure pump is designed for a large delivery volume, an excess of compressed fuel occurs at idle or in the partial load range. Since the compressed fuel is rarefied when the excess is returned, the energy received during compression is converted into heat and heats the fuel.

This excess fuel is returned through the relief valve and fuel cooler to the fuel tank.

pressure reducing valve

The task of the pressure reducing valve is to regulate and maintain the pressure in the rail depending on the engine load.

With increased rail pressure, the pressure reducing valve opens, so that some of the fuel from the rail returns through the manifold wire to the fuel tank.

With reduced rail pressure, the pressure reducing valve closes and separates the low and high pressure systems.

Device

The pressure reducing valve in the M57 engine is located on the high pressure pump, and in the M67 engine on the distribution block (see Fig. High pressure accumulator - rail).

pressure reducing valve

The OOE controller acts on the armature by means of a coil, which in turn presses the ball into the valve seat and thus seals the high pressure system relative to the low pressure system. In the absence of influence from the anchor, the ball is held by a spring package. For lubrication and cooling, the anchor is completely washed with fuel from an adjacent node.

Operating principle

The pressure reducing valve has two control circuits:

electric circuit for regulating the variable pressure indicator in the rail,

mechanical circuit for damping high-frequency pressure fluctuations.

Since the time factor plays an important role in rail pressure control, the electrical circuit smooths out slow, and the mechanical circuit smoothes out fast oscillations and pressure changes in the rail.

Pressure reducing valve without actuating action

The pressure in the rail or at the outlet of the high pressure pump through the high pressure line acts on the pressure reducing valve. Since the de-energized solenoid has no effect, the fuel pressure exceeds the spring force so that the valve opens. The spring is designed in such a way that the pressure is set to a maximum of 100 bar.

Pilot operated pressure reducing valve

If a high pressure system needs to be pressurized, a magnet force acts in addition to the spring force. The pressure reducing valve is energized for such a long time, and it closes until the fuel pressure on one side, and the total force of the spring and magnet on the other, are balanced. The magnetic strength of an electromagnet is proportional to the control current. Control current changes are implemented by clocking (pulse width modulation). The clock frequency of 1kHz is high enough to avoid unnecessary armature movements and hence unwanted pressure fluctuations in the rail.

The high pressure fuel accumulator (Common Rail) is located next to the cylinder head cover, under the engine cover.

High pressure fuel accumulator

- injectors
- high pressure accumulator (rail)
- pressure reducing valve
- high pressure pump (CP1)
- rubber element
- rail pressure sensor

In the rail, it accumulates and provides high-pressure fuel for injection.

This common rail fuel accumulator for all cylinders maintains a virtually constant internal pressure even when discharging large quantities of fuel. In this way, an almost constant injection pressure is ensured when the injector is opened.

Pressure fluctuations caused by fuel pumping and injection are damped by the volume of the accumulator.

Device

The basis of the rail is a thick-walled pipe with sockets for connecting pipelines and sensors.

In the M57 engine, a rail pressure sensor is placed at the end of the rail.

The rail, depending on the type of installation in the engine, can be arranged in different ways. The smaller the volume of the rail, or, accordingly, its inner diameter with the same external dimensions, the higher loads become possible. The smaller rail volume also reduces the performance requirements of the high pressure pump when starting the engine and changing the rail pressure setpoint. On the other hand, the rail volume must be large enough to avoid a pressure drop at the time of injection. The inside diameter of the rail pipe is approximately 9mm.

The rail is continuously supplied with fuel by a high pressure pump. From this intermediate storage tank, fuel passes through the fuel line to the injectors. Rail pressure is controlled by a pressure reducing valve.

Operating principle

The internal volume of the rail is constantly filled with compressed fuel. The shock-absorbing effect of the fuel achieved due to the high pressure is used to maintain the accumulative effect.

When the fuel is released from the rail for injection, the pressure in the rail remains almost unchanged. In addition, pressure fluctuations are damped or smoothed out accordingly by the pulsating fuel supply by the high-pressure pump.

rail pressure sensor

The pressure sensor in the rail in the M57 engine is screwed into the end of the rail, and in the M67 engine, respectively, into the distributor block vertically from below.

1 - rail pressure sensor

common rail system - rail pressure sensor M57

The rail pressure sensor must measure the current rail pressure.

with sufficient accuracy

at suitably short intervals,

and transmit a signal in the form of a voltage corresponding to the pressure to the controller.

Device

- electrical contacts 4 - joint with rail
- measurement processing scheme 5 - fastening thread
- diaphragm with sensing element

rail pressure sensor - section

The rail pressure sensor consists of the following parts:

integrated sensing element,
printed circuit board with measurement processing circuit,
sensor housing with electrical plug contact.

Fuel through the junction with the rail enters the sensitive membrane. On this membrane is a sensitive element (semiconductor), which serves to convert the deformation caused by pressure into an electrical signal. From there, the generated signal enters the measurement processing circuit, which, through an electrical contact, transmits the finished measurement signal to the controller.

Operating principle

The rail pressure sensor works according to the following principle:

The electrical resistance of a membrane changes when its shape changes. This deformation caused by system pressure (approx. 1 mm at 500 bar) in turn causes a change in electrical resistance and, consequently, a change in voltage in the 5 volt powered resistance bridge.

This voltage is 0 to 70 mV (according to the applied pressure) and is amplified by the measurement processing circuit to a value of 0.5 to 4.5 Volts. Accurate pressure measurement is essential for the operation of the system. For this reason, the tolerances for the sensor when measuring pressure are very small. Measurement accuracy in the main mode of operation is approx. 30 bar, i.e. OK. + 2% of final value. When the rail pressure sensor fails, the controller controls the pressure reducing valve with an alarm function.

The injectors are located in the cylinder head, centrally above the combustion chambers.

Injector (nozzle).

- outlet channels A - tangential channel (inlet)
- injector 5 - glow plug pin
- vortex channel (inlet)

The location of the injector relative to the combustion chamber - view M57

The injectors are attached to the cylinder head with clips, similar to how the injector bodies are attached to direct injection diesel engines. Thus, Common Rail injectors can be installed in existing diesel engines without significant changes in the design of the cylinder head.

Injector

This means that the injectors replace the injector pairs (injector body - atomizer) of conventional fuel injection systems.

The task of the injector is to accurately set the start of injection and the amount of fuel injected.

The nozzle needle has a simple guide to make it essential. avoid the risk of rubbing and tearing of the needle. At the same time, a new seating geometry with the designation ZHI (cylindrical base, calibrated part, inverse difference in seating angles) is applied, see the illustration below. In this way, due to the equalization of the pressure on the calibrated part, a symmetrical injection pattern is achieved. In addition, with such a seating geometry, there is no tendency to increase the amount of injected fuel due to wear.

injector with improved seating geometry (ZHI = cylindrical base, calibrated part, inverse difference seating angles)

Device

The injector can be divided into different functional blocks:

pinless nozzle sprayer with needle,
hydraulic drive with booster,
magnetic valve,
docking points and fuel lines.

Fuel through the high pressure inlet pipe (4) and channel (10) is directed to the atomizer, and through the inlet throttle (7) to the control chamber (8).

injector closed (rest state)

- intake throttle
- valve control chamber
- control plunger
- inlet to the atomizer
- nozzle atomizer needle

injector open (suction)

- fuel return
- electrical contact
- controlled unit (2/2 - magnetic valve)
- inlet pipe, rail pressure
- valve ball
- exhaust throttle

injector - cut

The control chamber is connected to the fuel return (1) through the exhaust throttle (6), opened by a solenoid valve. In the closed state of the exhaust throttle, the hydraulic pressure on the control plunger (9) exceeds the pressure on the pressure stage of the atomizer needle (11). As a result, the atomizer needle is pressed into its seat and hermetically seals the high pressure channel relative to the cylinder. The fuel cannot enter the combustion chamber, although all this time it is already under the necessary pressure in the inlet compartment.

When a start signal is given to the controlled injector assembly (2/2 - solenoid valve), the exhaust throttle opens. As a result, the pressure in the control chamber, and with it the hydraulic pressure on the control plunger, fall.

As soon as the hydraulic pressure on the pressure stage of the atomizer needle exceeds the pressure on the control plunger, the needle opens the atomizer hole and the fuel enters the combustion chamber.

Such indirect control of the atomizer needle through a hydraulic amplification system is used for the reason that the force necessary to quickly open the atomizer hole with the needle cannot be developed directly by the solenoid valve. Necessary for this process, additional to the injected fuel, the so-called. the amplifying portion of fuel, through the outlet throttle of the control chamber, enters the return fuel line.

In addition to the amplifying portion of fuel, fuel leaks at the atomizer needle and in the plunger guide (drain fuel).

Boost and drain fuel can be up to 50 mm3 per stroke. This fuel is returned to the fuel tank through the fuel return line, which is also connected to a bypass and pressure reducing valve and a high pressure pump.

Operating principle

The operation of the injector with the engine running and the high pressure priming pump can be divided into four operating states:

injector closed (with fuel pressure applied)

injector opens (injection starts),

the injector is fully open,

the injector closes (end of injection).

These operating states are determined by the distribution of forces acting on the structural elements of the injector. With the engine off and no pressure in the rail, the injector is closed by a needle spring.

The injector is closed (idle state).

2/2 - the magnetic valve is de-energized in the idle state of the injector and therefore is closed (see Fig. injector - section, a).

Since the exhaust throttle is closed, the armature ball is pressed against its seat on this throttle by the force of the valve spring. Rail pressure is applied to the control chamber of the valve. The same pressure is created in the spray chamber. By the force of the pressure of the rail on the plunger and the spring on the needle, opposing the pressure of the rail on the pressure stage of the needle, it is held in the closed position.

Injector opens (start of injection).

The injector is at rest. A retracting current (I = 20 amperes) is applied to the magnetic 2/2 - valve, which causes it to open quickly. The valve retract force now exceeds the valve spring force and the armature opens the exhaust throttle. After a maximum of 450 ms, the increased pull-in current (I = 20 amps) is reduced to a lower holding current (I = 12 amps). This is made possible by reducing the air gap in the magnetic circuit.

With the exhaust throttle open, fuel from the control chamber can flow into an adjacent chamber, and then through the fuel return line to the tank. At the same time, the intake throttle prevents a complete balancing of the pressures, and the pressure in the control chamber drops. As a result, the pressure in the atomizer chamber, hitherto equal to the pressure in the rail, exceeds the pressure in the control chamber. A decrease in pressure in the control chamber reduces the force on the plunger and leads to the opening of the atomizer needle. The injection starts.

The opening speed of the atomizer needle is determined by the difference between the flow rate of the inlet and outlet throttles. After a stroke of about 200 dm, the plunger reaches its upper stop and there it lingers on the fuel buffer layer. This layer is due to the flow of fuel between the intake and exhaust throttles. At this point, the injector is fully open and fuel is injected into the combustion chamber at a pressure approximately equal to the pressure in the rail.

The injector closes (end of injection).

When the current supply to the 2/2 - solenoid valve stops, the armature moves down with the force of the valve spring and closes the exhaust throttle with a ball. To prevent excessive wear of the valve seat by the ball, the armature is made in two parts. At the same time, the valve spring pusher continues to squeeze the armature plate down, but it no longer presses on the anchor with the ball, but plunges into the reverse action spring. By closing the exhaust throttle through the intake throttle, pressure equal to the pressure in the rail begins to build up in the control chamber again. An increase in pressure increases the effect on the plunger. The total pressure force in the control chamber and the spray needle springs exceed the pressure force in the spray chamber and the needle closes the spray hole. The closing speed of the needle is determined by the intake throttle flow. The injection process ends when the atomizer needle reaches its bottom stop.

The bimetallic valve is now installed externally, i.e. it is no longer located directly on the filter. Hot fuel in the heating mode returns to the distribution pipe and from there enters the fuel filter.

The principle of operation of fuel heating

Heating of fuel is regulated by means of a thermoregulator (bimetallic valve).

The principle of operation is similar to M47. Differences with M47 (switch points)

When the return fuel temperature is > 73°C (± 3°C), 100% of it is returned to the tank through the fuel cooler.

Fuel heating / cooling (air heat exchanger)

At return fuel temperature< 63°С (± 3°С), от 60% до 80 % топлива поступают напрямик к фильтру, остальное через охладитель в бак.

The principle of operation of fuel cooling

When the bimetal valve opens the fuel return line, fuel flows through the cooler.

This cooler is supplied with cool outside air through its own air duct and thus extracts heat from the fuel.

distribution pipe - E38 M57

Depending on the engine model, 2 different types of distribution pipes are used:

The distribution pipe is located in the area of the bottom of the vehicle on the left side, behind the additional fuel priming pump.

Distribution valve side with choke

5 - multiple distribution pipe with throttle (M57),
H - shaped branch pipe with a throttle (M67).

The purpose of the 5-fold distributor pipe is to provide fuel from the fuel return line at reduced pressure in front of the electric fuel "inline" pump (EKP).

To do this, the fuel return line and the inlet side are connected directly. Thus, part of the returned fuel is mixed with the fuel supplied to the injection pump.

When creating the article, technical materials were usedTIS, DIS BMW.

Leave your comments! Good luck driving!