Bmw diesel m57

BMW cars have always been distinguished by the fact that their production provided the widest range of power units installed in them. Engines could be gasoline or diesel, have a different working volume and power. All this made it possible to choose a specific machine. At the same time. There were much more variations in cars with gasoline engines than with diesel engines, 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 modifications. Changes and improvements were made as the performance was studied. And not all implemented engineering improvements affected the reliability of the unit equally.

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 began to be made of aluminum alloy to achieve low weight. The cylinder head is made of aluminum. 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 engine capacity was 2.5 and 3 liters, depending on version. All power units had a supercharging system. In some versions two injection turbines were installed.

Considering the fact that any in-line six-cylinder engine is least susceptible to the appearance of various kinds of vibrations. The new M57 turned out to be a powerful. Economical and balanced engine and this led to an increased service life. The mileage of this unit before overhaul usually exceeded 500,000 km. And sometimes reached 1,000,000 km!

Short list of features of the M57 motor:

  • a crankshaft having 12 balancers (counterweights);
  • camshaft drive from one single-row type chain;
  • not direct control of gas distribution valves, but through levers;
  • pistons have a special geometry of the bottom. Affecting the quality of the fuel mixture;
  • accumulator type fuel injection system, under constant pressure in the ramp;
  • electronic adjustment of the blades of the compressor boost air;
  • high level of balance.

An important characteristic of all M57 engines is their ability to provide high torque at low crankshaft speeds (the exact data depends on the modification) and average maximum speeds. Which led to an increase in the service life.

Technical characteristics of some modifications of the M57 engines

The first aggregate samples had less power with a larger mass. As the modernization progressed, the power characteristics grew. And the reduction in the mass of the motors occurred due to the use of aluminum as the material of the cylinder block.

It is important to consider that some M57 models of certain modifications could have both cast iron and aluminum blocks.

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 a body E39 (525d). The installation period took the interval from 2000 to 2003. Other modifications were installed on cars with a body 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 a body E46 (1998-2000). The modification M57D30O0 was placed on a body E38 (730d), E53 (X5). The latest version of the motor was in the 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 E60, E61, E65, E53. A weaker second modification was also put on the body E46, E6, E65, E83 (X3). The most powerful double-acting turbocharged version was installed only on the E60 and E61.

BMW M57T U2D30 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 magnitude of torque. Units having 193 hp were installed on such bodies: E90, E91, E92, E93, E60. 231 hp engines 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 general scheme of their design and. Regardless of specific modifications. Had a significant resource. The differences were dynamic characteristics and factors of profitability. Nevertheless, engines with increased power, equipped with two turbochargers. Were the most complex and had a slightly lower run-out due to increased loads on the main parts.

Typical M57 Powertrain Failures

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 failure of the injection nozzles. This is especially true in engines that were released later than 2003, since they installed nozzles of a new type. Whimsical to the quality of the fuel and non-repairable. At the same time. Problems are known with fuel filters that become clogged with paraffin-like inclusions that appear in poor fuel at low temperature.

Components and parts that may fail for structural reasons:

  • gas recirculation valve;
  • engine hydraulic mounts;
  • manifold flaps (attenuation);
  • oil filter housing cover;
  • problems 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 an unknown diesel fuel leads to premature failure of injectors and fuel injection 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.

The history of the creation of the M57 engine line dates back to 1998. It replaced the series of diesel engine systems marked M51. M57 engines as a whole have high reliability and cost. Combined with good technical characteristics. Thanks to this. Engines from this series have received a large number of international awards. The development of the M57 motor units was carried out on the basis of the previous generation. The name of which 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. Also in these units are used turbocharging and 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 labeled as follows: G T2556V. These turbines have variable geometry.

The camshafts rotate due to the timing chain, whose resource is very large. With careful operation of the car and careful attitude to the engine installation. You can not replace the circuit at all. Since it is made of very high quality. A conical recess made on the surface of the pistons provides improved mixing of the working mixture. The crank pins of the crankshaft are located at an angle of 120 degrees. Thanks to the perfectly selected mass movement in the engine. Vibration is practically absent during unit operation.

The manufacture of the cylinder block is made of cast iron. Compared to the previous generation. The cylinder diameter was increased. Its value was 84 mm. The magnitude of the piston stroke of the crankshaft is 88 mm. The length of the connecting rods and the height of the pistons are 135 and 47 mm. Respectively. Engine capacity in the M57 line is 2.5 and 3 liters. Modifications M57D30 and M57D25 are the earliest versions. The M57D30T U version is released 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. Camshafts are driven by a chain of roller type having one row. The gas distribution mechanism is equipped with 24 valves, therefore. There are 4 valves per cylinder. Valves and springs borrowed from the M47 diesel engine. In these engines, the valve is pressed not directly, but by means of a lever. Overall dimensions of valves: inlet and outlet 26 mm. Diameter of valve legs 6 mm. The latest engine in this series has been labeled. M57TUD30

The second generation of engines M57

In 2002, for the first time in cars, they began to install a new version of the engine marked M57TUD30, the working volume of the cylinders is exactly 3 liters. This was made possible by increasing the piston stroke on the crankshaft to 90 mm. They also installed a new Garrett G T2260V turbine model and a DDE5 engine control unit.

The most powerful modification was called M57TUD30TOP. Its difference is that it has 2 turbocharged compressor units of various sizes: Borg Warner K P39 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. Later, this engine was replaced by a modified version with the M57D30TOPTU.

All engines of the M57 series have electronically controlled impeller geometry. Also, in the common rail direct fuel injection system. A pressure accumulator is installed. Thanks to the intercooler, an increase in the amount of air supplied is possible. The engine oil level is monitored by electronic sensors. To accurately supply the required amount of fuel to the combustion chambers of the engine. A piezo injector located in the injection system is used. It also helps to provide improved levels of efficiency and environmental friendliness. To fully comply with all environmental standards for diesel engines. Designers installed intake manifolds with swirl flaps on all units of the M57 line. When the engine is running at a low speed of rotation of the crankshaft. Each damper closes one inlet channel. As a result of which the quality of mixture formation and fuel combustion improves.

Also, these engines are equipped with an exhaust gas recirculation valve — EGR. 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 modifications of engines from the M57 line appeared. Which received the marking M57D30T U. They are equipped with a lightweight aluminum cylinder block. An improved Common Rail system. New nozzles with a piezoelectric element. 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 the upgraded Garrett G T2260V K turbocharger and the DDE6 Electronic Control Unit. The engine meets Euro-4 environmental standards.

The TOP version was replaced by a motor unit with the index M57D30T U2. In it, the designers used two turbines from Borg Warner: K P39 and K26. The total boost pressure was 1.98 bar. For the first time. The seventh-generation DDE7 Bosch electronic control unit was also used. This engine was the final unit of the M57 line and was produced until 2012. However, since 2008 it has been gradually replaced with a new generation of diesel engine with the marking N57.

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 has a dubious origin. It can lead to failure of the fuel pump. Nozzles and other elements of the fuel system. These parts are very expensive, so if they break. The owner will have to fork out well to repair the engine. Under normal operating conditions. The average nozzle life is 100,000 km. The high-pressure fuel pump is made quite qualitatively. In comparison with the unit installed on the M51 engines. Turbine units have a very high resource, which often exceeds 450,000 km. However, if you use low-quality lubricants. You can significantly reduce the life of the main engine elements. Changing the oil must be done in conjunction with the plastic cover of the filter element housing. Since it most often deforms when replacing the filter.

The engines of this series are also very sensitive to overheating. In particular the M57D30U L version. This can lead to a lot of trouble, including costly repairs. The weak point is the exhaust gas recirculation valve. Air flow rate sensors and electrovacuum hydraulic engine mounts break a little less. These items must be replaced by approximately 200,000 km. Often you can observe oil traces on the pipes leading from the turbo element to the intercooler. As well as from the ventilation valve to the turbine. Despite the fact that many sin on the turbine and carry out its replacement, however. The reason lies elsewhere. The oil separates do not provide cut-off crankcase gases. As a result of this, oil vapor is deposited on the surface of the nozzles. To ensure the frequency of the supplied air. It is necessary to replace the roller cleaning the crankcase gases. Together with the oil in the engine. Also, do not forget to flush the cyclone, which is also designed to clean oil.

As with the M47 series engines, 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 shutters by installing special plugs and firmware of 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 failure of the damper is the appearance of extraneous noise and knocking.

Problems with the exhaust manifold appear for car owners with the M57D30OLT U engine. If it malfunctions in the engine compartment. You can hear the smell of exhaust gases. You can also feel the deterioration of vehicle traction. Many replace the collector with cast-iron units installed on other M57 engines.

When summing up. We can say that the inline six-cylinder engines of the BMW M57 are reliable units. If you treat them carefully and use high-quality lubricants and consumables. Contract engines are fairly easy to find. Since a huge number of cars with these power plants under the hood have been produced. Estimated price is about 60 thousand rubles. For long engine life, the best option is: 5W40.

For the entire production period, 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 crossovers X3 (E83). X5 (E53, E70) and X6 (E71).

Specifications

ModificationVolumePower, torque @ rpmMaximum
  revolutions
Year
M57d252497163 hp (120 k W) @ 4000, 350 Nm @ 2000-250047502000
M57TUD252497177 hp (130 k W) @ 4000, 400 Nm @ 2000-275047502004
M57d302926184 hp (135 k W) @ 4000, 390 Nm @ 1750-320047501998
2926184 hp (135 k W) @ 4000, 410 Nm @ 2000-300047501998
2926193 hp (142 k W) @ 4000, 410 Nm @ 1750-300047502000
M57TUD302993204 hp (150 k W) @ 4000, 410 Nm @ 1500-325047502003
2993218 hp (160 k W) @ 4000, 500 Nm @ 2000-275047502002
2993245 hp (180 k W) @ 4000, 500 Nm @ 2000-225047502008
2993272 hp (200 k W) @ 4000, 560 Nm @ 2000-225050002004
M57T U2D302993231 hp (170 k W) @ 4000, 500 Nm @ 2000-275047502005
2993286 hp (210 k W) @ 4000, 580 Nm @ 2000-225047502004

4813 22.01.2018

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

M57 series motors began to be put 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 was placed inside the block. The length of the connecting rods was 135 mm. And the piston height was 47 mm. The engine was produced with two cylinder volumes, 2.5 and 3 liters: the most numerous was the M57D30 version. Then a 2. 5-liter modification of the M57D25 was developed.

The cylinder head of the M57 engine is cast in aluminum. The crankshaft is designed with 12 counterweights. The drive of two camshafts comes from a single-row roller chain. Valve timing 24 pieces, 4 per cylinder. Pressing the valve is not direct, but through the lever. Valve size: inlet 26 mm, exhaust 26 mm, valve stem diameter 6 mm. Valves and springs are the same as on the related 4-cylinder diesel M47.

The camshaft chain gives rotation to the camshafts. Which has a huge resource and under normal conditions. Replacing the chain may not be necessary at all. The pistons are made with a conical recess to improve 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 working engine is almost motionless.

It uses a common rail injection system and is turbocharged with an intercooler. The Garrett G T2556V variable geometry turbine is blowing in the M57. All engine modifications are equipped with a turbocharger. And some of them with two turbochargers.

In 2002, the release of the updated version of the M57TUD30 began. The working volume of which was pulled up 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 G T2260V. And the control unit here is DDE5.

The most powerful version was called M57TUD30 TOP and was distinguished by two turbochargers of different sizes Borg Warner K P39 and K26 (boost pressure 1.85 bar). Pistons with a compression ratio of 16.5.

Turbochargers have electronic impeller geometry adjustment. The engine was equipped with a common rail direct injection fuel system with a pressure accumulator. The intercooler helps to increase the amount of air supplied. Electronic engine oil level control. 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 motor to meet all the necessary environmental requirements. An inlet manifold with vortex dampers 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 exhaust by directing some of it back to the cylinders for even better combustion. The motor is controlled by a Bosch DDE4 or DDE6 unit (on the most powerful version).

Since 2005, versions of the M57T U2 went. In which there was a lightweight aluminum cylinder block. An updated Common rail. Piezo injectors. New camshafts. The intake valves of this engine were increased to 27.4 mm. A cast-iron exhaust manifold was also used. A Garrett G T2260V K turbocharger. A DDE6 ECU and all this corresponded Euro 4 standards.

The TOP version was replaced with a new one — M57T U2D30 TOP. Which was equipped with two Borg Warner K P39 and K26 turbines (boost pressure 1.98 bar) and DDE7 control unit. Production of the M57 continued until 2012, but already in 2008 it began to be replaced with a newer N57 diesel.

Problems and disadvantages of enginesBMW M57

The engine is very demanding on 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 nozzle resource on the M57 is about 100 thousand km.

Injection pump has become more reliable and does not require frequent intervention. Unlike engines of the M51 series.

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 very much reduced. Before changing the oil, you should purchase an oil filter housing cover. It is plastic and most often crack when replacing the filter element.

Like its predecessor, the M57 engine is sensitive to overheating. Which entails a lot of trouble and expensive repairs. A common problem for BMW engines is the gas recirculation valve. Less often, air flow meters fail. Electric vacuum engine mounts die to 200 thousand km run.

A tricky problem that immediately pushes to replace the turbine is the oil sweating of the nozzles from the turbine to the intercooler. Or from the crankcase ventilation valve to the turbine. The oil separator does not fulfill its function of cleaning crankcase gases. Permanent oil vapors settle on the nozzles and appear through loose joints and worn flanges. In order to keep the supplied air clean. The crankcase cleaning roller is changed at each oil change. It is better at cleaning oil than a cyclone, which you must remember to rinse.

As on the M47, there is a problem with swirl flaps that can come off and get into the motor. Leading it to a real inoperative state. It is best to quickly remove the dampers by installing plugs and computer firmware for working without these miracle devices.

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

If the inline diesel “six” M57 suddenly ceased to give out rated power. And exhaust gases appeared in the engine compartment. Then the exhaust manifold should be inspected for cracks. As a rule, the collector of the T U version is cracking. It can be changed to cast iron from the M57 not the T U version.

The chain on the M57 motor (as well as on its successor N57) runs for a very long time 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. The use of 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.

Engine for your car you can on our website

Buying a prestigious car of medium or higher class with a 2-liter 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) perfectly understood this and already from the 70s they offered 5 and 6-cylinder diesel engines. 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 will not rattle like a tractor.

Today, almost 20 years have passed since the debut of two diesel units. Which once fascinated the imagination of fans of German cars: 3.0 R6 (M 57) BMW and 2.5 V 6 TDI (V W). Further evolution of these engines led to the emergence 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 wasting 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) they buy large diesel engines in order to drive a lot. With confidence we can assume that the minimum annual mileage of such cars is about 25,000 km. And the border used cars with a diesel engine under the hood cross the border when the meter already shows numbers on 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 repair in the past. Do not attach much importance to mileage.

Be careful. Some V W engines turned out to be a real time bomb. We are talking about version 2.5 TDI V6, offered from 1997 to 2001. Much better, although not ideally. The more modern 2.7 and 3.0 TDI proved to be equipped with a Common Rail injection system and a timing chain drive.

If even higher strength is important. Then it is worth showing interest in BMW engines. Both blocks (M 57 and N 57) have virtually no design flaws and are considered one of the best in their class. But this does not mean that they do not 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 part of the solutions from his predecessor. Among the innovations is the Common Rail injection system and a variable geometry turbine with vacuum-controlled vanes. 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 57T U) received a variable-length intake manifold. A new generation Common Rail injection system and two turbines (only 272 hp version). The next modernization occurred at the turn of 2004-2005 — M57N 2 (M 57T U 2). In the top version, piezo nozzles and a DPF filter appeared. The 286-horsepower version found 2 turbines. Based on the M57, a 2. 5-liter unit M57D25 (M57D25T U) was created.

One of the main problems of the M 57N is the defective intake manifold flaps. Often it came to a break. As a result, the debris fell into the engine and damaged it. In M57N2 this is less common — the mount design has been revised. With long runs. There are problems with the crankcase ventilation system, EGR valve. Nozzles and glow plugs.

The timing chain turned out to be quite strong. And its tension is the result of brutal operation. In version N57, 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 for the most stress-resistant.

V W 2.5 TDI V6

Volkswagen 2.5 V6 TDI also has difficult access to the timing drive (timing belt). The 2. 5-liter turbodiesel appeared in the V W asset back in the 90s. Then it was an inline “five”, possessing mediocre characteristics and 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 technologies (with the exception of injectors). Thus, there are two rows of cylinders 90 degrees apart (good balancing). An electronically controlled high-pressure fuel pump. An aluminum block head with four valves per cylinder. And a balancing shaft in the oil pan. In the production process, the capacity increased from 150 to 180 hp.

The most likely to fail version 2.5 TDI V6, 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 high-pressure fuel pump failed. Over time. The scale of the 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 increased almost 2 times — from 200 to 400 thousand km. But one more problem remained unsolved: a malfunction of the oil pump drive circuit can lead to engine jamming. In addition, over time. The pressurization system, EGR and the flow meter fail.

BMW N57

The BMW N57 engine (since 2008) is a true engineering masterpiece. 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 engine with an aluminum block is equipped with a forged crankshaft. A particulate filter and a C R injection system with piezoelectric nozzles operating under high pressure — up to 2200 bar.

Unfortunately, the new engine received a timing chain from the side of the box. As did the 2-liter N47. Fortunately, chain problems in a 3-liter unit are less common than in 2. 0d.

In 2011, an improved version of the 3. 0d motor (N 57N. N 57T U) was launched on the market. The manufacturer again returned to the 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 output of 381 hp It boasts three turbines and 740 Nm of torque.

Among the problems it is worth noting — the low resource of the belt pulley attachments and valves of the exhaust gas recirculation system (EGR). The previously used expensive piezoelectric nozzles are very sensitive to fuel quality. And the exhaust gas purification system does not tolerate frequent trips over short distances.

V W 2.7 / 3. 0TDIV 6

The Volkswagen 2.7 TDI / 3.0 TDI engine (since 2003) bypasses its predecessor in terms of durability! Both units have a similar design. And both are designed by Audi engineers. 3.0 TDI was the first to enter the market. And a year later (in 2004) 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 3.0 TDI engine was born. Vortex dampers, a variable displacement fuel pump were redesigned and the timing design was simplified (instead of 4 circuits, 2 were installed). In addition. Some versions have received an exhaust gas cleaning system powered by AdBlue.

In 2012, 2.7 TDI was discontinued. Its place was taken by the weakest modification 3.0 TDI. At the same time, under the hood of the Audi were versions with double supercharging with a capacity of 313, 320 and 326 hp.

The main problem of the first generation 2.7 / 3.0 TDI engine (2003-2010) is the timing chain. They are stretched. Up to 60,000 rubles will have to be spent on work together with spare parts. Fortunately, the design does not require removal of the engine.

In addition, owners often report problems with flaps in the intake manifold. Symptoms: loss of power and the engine malfunction indicator light. It is recommended to replace the intake manifold assembly; repair is not enough for a short time.

Cars with engineBMW M57 3. 0

M57:   the period 1998-2003; power 184 and 193 hp. ; Models: 3 series (E46), 5th series (E39), 7th series (E38), X5 (E53).

M57T U: period 2002-2007; power 204, 218 and 272 hp. ; Models: 3 series (E46), 5th series (E60), 7th series (E65), X3 (E83). X5 (E53).

M57TÜ2: period 2004-2010; Model index: 35d — 231, 235 and 286 hp. ; 25d — 197 H P (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 h.p. in 2002-06 at Range Rover Vogue.

The M57 engine with a volume of 2.5 liters in the 2000-2003 Opel Omega (150 hp) and the BMW 5 Series (E39; 163 hp). In 2003-07, 525d / 177 H P (E60).

Cars with engineBMW N57 3. 0

N57: 2008-13, power 204 H P (only as 325d or 525d), 211, 245, 300, 306 hp; Models: 3 series (E90), 5th series (F10), 5th series G T (F07), 7th series (F01). X5 (E70) and X6 (E71).

N57TÜ: since 2011, Power 258 or 313 hp. ; Models: 3 Series (F30), 3 Series G T (F34), 4 Series (F32), 5 Series (F10), 5 Series G T (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 (in 2013 on E70, then F15), X6 M50d (in 2014 on E71, and then F16) and 750D (F01). The engine is equipped with three turbochargers.

Cars with engineVw 2. 5TDI V6

The 2.5 V6 TDI engine had many designations (for example, AFB). But we will consider only the years of production and power.

Audi A4 B5 (1998-2001) — 150 l. S. , B6 and B7 (2000-07) — 155, 163, 180 liters. S. , A6 C5 (1997-2004) — 155 and 180 liters. S. , A6 Allroad (2000-05) — 180 l. From. A8 D2 (1997-2002) — 150 and 180 liters. From.

Skoda Superb I: 155 liters from. (2001-03) and 163 p. From. (2003-08).

Volkswagen Passat B5 (1998-2005): 150, 163and 180 liters. From.

Cars with enginesV W 2.7 / 3. 0TDIV 6

Audi A4 B7 (2004-08) — 2.7 / 180l S. , 3.0 / 204 and 233 liters. From. ;

A4 B8 (2008-15): 2.7 / 190 L from. (2012), 3.0 / 204, 240, 245 l. From. ;

A5: 2.7 / 190 l. S. , 3.0 / 204, 240 and 245 liters. From. ;

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 h. P . ;

Q5 (since 2008): 3.0 / 240, 245, 258 hp. ;

S Q5 (from 2012): 313, 326 and 340 hp;

Q7 (2005—15): 3.0 / 204-245 bhp;

Q7 (from 2015 year): 3.0 / 218 and 272 hp, and a hybrid.

3.0 TDI was also used in V W Touareg I and I I, Phaeton; Porsche Cayenne and Macan.

M57D30 engine specifications

Production Steyr plant
Engine makeM57
Years of release1998-2012
Cylinder block material cast iron
  aluminum (M57T U2)
engine’s typediesel
Configurationin-line
Number of cylinders6
Valves per cylinder4
Piston stroke mm88 (M57D30)
90
Cylinder diameter mm84
Compression ratio16.5 (TOP)
18
Engine displacement, cc2926
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 standards Euro 3
  Euro 4 (M57T U2)
Turbocharger Garrett G T2556V
  Garrett G T2260V
  Borg Warner B V39 + K26
  Borg Warner K P39 + K26
Engine weight kg~200
Fuel consumption, l / 100 km (for 335d E90)
  — town
  — track
  — mixed.

9. 7
5.6
7.1
Oil consumption, gr. / 1000 kmup to 700
Engine oil5W-30
  5W-40
How much oil is in the engine, l 6.75 (M57)
  7.5 (M57T U2)
  8.25 (M57T U)
Oil change is carried out, km7000-8000
Engine operating temperature, deg.~90
Engine resource, thousand km
  — according to the factory
  — on practice


500+
Tuning, hp
  — potential
  — without loss of resource

250+
The engine was installedBMW 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 engine repair BMW M57

M57 series motors began to be put 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 was placed inside the block. The length of the connecting rods was 135 mm. And the piston height was 47 mm. All this gives a working volume of almost 3 liters, namely 2.93 liters.
  On top of this block is an aluminum DOH C head with 24 valves. Valve size: inlet 26 mm, exhaust 26 mm, valve stem diameter 6 mm. Valves and springs are the same as on the related 4-cylinder diesel M47.
  The camshaft chain gives rotation to the camshafts. Which has a huge resource and under normal conditions. Replacing the chain may not be necessary at all.
  It uses a common rail injection system and is turbocharged with an intercooler. The Garrett G T2556V variable geometry turbine is blowing in the M57.

In order for the motor to meet all the necessary environmental requirements. An inlet manifold with vortex dampers 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 exhaust by directing some of it back to the cylinders for even better combustion.
The motor is controlled by the Bosch DDE4 unit.

In 2002, the release of the updated version of the M57TUD30 began. The working volume of which was pulled up 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 G T2260V. And the control unit here is DDE5.
  The most powerful version was called the M57TUD30 TOP and was distinguished by two turbochargers of different sizes Borg Warner K P39 and K26 (boost pressure 1.85 bar). Pistons with a compression ratio of 16. 5, and controlled the entire ECU DDE6.

Since 2005, versions of the M57T U2 went. In which there was a lightweight aluminum cylinder block. An updated Common rail. Piezo injectors. New camshafts. The intake valves of this engine were increased to 27.4 mm. A cast-iron exhaust manifold was also used. A Garrett G T2260V K turbocharger. A DDE6 ECU and all this corresponded Euro 4 standards.
  The TOP version was replaced with a new one — M57T U2D30 TOP. Which was equipped with two Borg Warner K P39 and K26 turbines (boost pressure 1.98 bar) and DDE7 control unit.

In addition to numerous versions. A 2. 5-liter modification of the M57D25 was created on the basis of the M57D30.

Production of the M57 continued until 2012, but already in 2008 it began to be replaced with a newer N57 diesel.

Engine Modifications BMW M57D30

1. M57D30O0 (1998 — 2003) — the base engine of the M57D30 with a Garrett G T2556V turbocharger. Power 184 H P at 4000 rpm, torque 390 Nm at 1750-3200 rpm. The engine was intended for the BMW 330d E46 and 530d E39.
For BMW X5 3. 0d E53 and 730d E38 cars. A version with an output of 184 hp was produced. At 4000 rpm and with a torque of 410 Nm at 2000-3000 rpm.
  2. M57D30O0 (2000 — 2004 onwards) — a slightly more powerful version for the BMW E39 530d. Its return reaches 193 hp at 4000 rpm, a torque of 410 Nm at 1750-3000 rpm.
  For the BMW 730d E38, a modification of 193 hp was produced. At 4000 rpm, the torque of which is 430 Nm at 2000-3000 rpm.

3. M57D30O1 / M57T U (2003 — 2006) — replacement for the motor M57D30O0. The main differences of the M57T U series lie in the working volume of 3 liters and in the Garrett G T2260V 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 / M57T U (2002 — 2006) — a more powerful version of the above motor. Power 218 H P 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 / M57T U TOP (2004 — 2007) — the top version of the M57T U. The main differences between the engine in two Borg Warner B V39 + 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 / M57T U2 (2006 — 2010) — version for the BMW 525d E60 and 325d E90, which was released to replace the M57D25. The main difference is in the aluminum cylinder block. Modified fuel and in accordance with Euro-4. The engine has a power of 197 hp at 4000 rpm and a torque of 400 Nm at 1300-3250 rpm.
  7. M57D30O2 / M57T U2 (2005 — 2008) — model with a return of 231 hp at 4000 rpm and with a torque of 500 Nm at 1750-3000 rpm. The motor stands on the E90 330d and E60 530d. For the 730d E65, torque is increased to 520 Nm at 2000-2750 rpm.
  8. M57D30O2 / M57T U2 (2007 — 2010) — a variation for the E60 530d at 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 / M57T U2 TOP (2006 — 2012) — the most powerful engine of the M57 series. It features two Borg Warner K P39 + 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 on the M47, there is a problem with swirl flaps that can come off and get into the motor. Leading it to a real inoperative state. It is best to quickly remove the dampers by installing plugs and computer firmware for working without these miracle devices.
2. Knocks, noises. This is the second popular problem with the crankshaft damper. Look in what condition it is. Maybe it needs to be replaced.
  3. Lost power, exhaust inside the car. Most often, the problem is in the cracked exhaust manifold. It is changed to cast-iron from M57 not TU.

The nozzle resource 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 very much reduced.
  In general, the M57 diesel engine is very reliable and lasts as long as possible. Naturally with proper care. The use of 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 engine resource M57 will be more than 500 thousand km.

BMW M57 engine tuning

Chip tuning

The motors of the M57T U2 series are well tuned and with regular firmware you can increase the power by about 40 hp. And with a downpipe another + 10-20 hp Power 335d / 535d / 635d can be raised to 330-340 hp. And on Stage 2 with a downpipe you can get 360 hp.
  The older M57T U series gives a similar result: plus 40 hp. + + 10-15 hp with downpipe.
  The very first versions of the M57D30 with ECU firmware give about 220 hp.