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.
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. The engine was produced with two cylinder capacities, 2.5 and 3 liters: the M57D30 version was the most numerous, then the 2.5-liter modification M57D25 was developed.
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.
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 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).
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. 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.
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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 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 Bosch DDE4 block controls the motor.
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.
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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
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 engines 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 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.
