T Pi B57S 0320 Eng
T Pi B57S 0320 Eng
T Pi B57S 0320 Eng
Product�information.
B57�Super�engine.
BMW�Service
General�information
Symbols�used
The�following�symbol�is�used�in�this�document�to�facilitate�better�comprehension�or�to�draw�attention
to�very�important�information:
Contains�important�safety�information�and�information�that�needs�to�be�observed�strictly�in�order�to
guarantee�the�smooth�operation�of�the�system.
Information�status�and�national-market�versions
BMW�Group�vehicles�meet�the�requirements�of�the�highest�safety�and�quality�standards.�Changes
in�requirements�for�environmental�protection,�customer�benefits�and�design�render�necessary
continuous�development�of�systems�and�components.�Consequently,�there�may�be�discrepancies
between�the�contents�of�this�document�and�the�vehicles�available�in�the�training�course.
This�document�basically�relates�to�the�European�version�of�left�hand�drive�vehicles.�Some�operating
elements�or�components�are�arranged�differently�in�right-hand�drive�vehicles�than�shown�in�the
graphics�in�this�document.�Further�differences�may�arise�as�the�result�of�the�equipment�specification�in
specific�markets�or�countries.
Additional�sources�of�information
Further�information�on�the�individual�topics�can�be�found�in�the�following:
• Owner's�Handbook
• Integrated�Service�Technical�Application.
Contact:�conceptinfo@bmw.de
©2016�BMW�AG,�Munich
Reprints�of�this�publication�or�its�parts�require�the�written�approval�of�BMW�AG,�Munich.
The�information�contained�in�this�document�forms�an�integral�part�of�the�BMW�Group�Technical
Qualification�and�is�intended�for�the�trainer�and�participants�in�the�seminar.�Refer�to�the�latest�relevant
information�systems�of�the�BMW�Group�for�any�changes/additions�to�the�technical�data.
Contact:
Christian�Ludwig
Tel.:�+49�(0)�89�382�93421
E-mail:�christian.ludwig@bmw.de
Information�status:�March�2016
Technical�qualification.
B57�Super�engine.
Content.
1. History.............................................................................................................................................................................................................................................................. 5
1.1. N57�Super�engine................................................................................................................................................................................................ 5
2. Introduction............................................................................................................................................................................................................................................ 6
2.1. Engine�identification......................................................................................................................................................................................... 6
2.1.1. Engine�designation............................................................................................................................................................ 6
2.1.2. Engine�identification........................................................................................................................................................ 6
2.2. Technical�data............................................................................................................................................................................................................. 7
2.2.1. Power�and�torque�graph........................................................................................................................................... 9
2.3. Models..................................................................................................................................................................................................................................... 9
2.4. Innovations................................................................................................................................................................................................................... 10
3. Engine�mechanics................................................................................................................................................................................................................. 11
3.1. Cylinder�head........................................................................................................................................................................................................... 12
3.1.1. HIP�treatment�(hot�isostatic�pressing)............................................................................................ 12
3.2. Cylinder�head�gasket...................................................................................................................................................................................12
3.3. Crankcase...................................................................................................................................................................................................................... 13
3.3.1. Tie�rod�screw�connection................................................................................................................................... 15
3.4. Oil�sump........................................................................................................................................................................................................................... 17
3.5. Crankshaft�drive................................................................................................................................................................................................... 17
3.5.1. Crankshaft....................................................................................................................................................................................17
3.5.2. Piston...................................................................................................................................................................................................18
3.6. Chain�drive................................................................................................................................................................................................................... 23
3.6.1. Timing�chain............................................................................................................................................................................ 23
3.7. Valve�gear.......................................................................................................................................................................................................................24
3.8. Belt�drive......................................................................................................................................................................................................................... 25
3.8.1. Torsional�vibration�damper................................................................................................................................26
3.9. Sound�insulation................................................................................................................................................................................................. 26
4. Oil� supply............................................................................................................................................................................................................................................... 27
4.1. Oil�circuit......................................................................................................................................................................................................................... 27
4.2. Exhaust�turbocharger�oil�supply................................................................................................................................................ 28
5. Cooling�System.......................................................................................................................................................................................................................... 30
5.1. Coolant�circuit�system�overview................................................................................................................................................ 30
5.2. Cooling�module.................................................................................................................................................................................................... 32
5.3. Mechanical�coolant�pump................................................................................................................................................................... 33
5.4. Charge�air�cooling............................................................................................................................................................................................ 34
5.4.1. Cooling�system.................................................................................................................................................................... 36
5.4.2. Electric�coolant�pump...............................................................................................................................................37
5.4.3. Coolant�temperature�sensor.......................................................................................................................... 38
B57�Super�engine.
Content.
5.5. Low-pressure�stage�compressor�cooling................................................................................................................... 38
6. Intake�air�and�exhaust�system....................................................................................................................................................................... 40
6.1. System�overview................................................................................................................................................................................................. 40
6.2. Intake�air�system.................................................................................................................................................................................................42
6.2.1. Air�duct�overview.............................................................................................................................................................. 43
6.3. Turbocharging......................................................................................................................................................................................................... 44
6.3.1. Turbocharger�group..................................................................................................................................................... 44
6.3.2. Components............................................................................................................................................................................ 48
6.3.3. Charging�pressure�control................................................................................................................................. 57
6.3.4. Control�strategy.................................................................................................................................................................. 58
6.3.5. Emergency�operation�control....................................................................................................................... 69
6.4. Exhaust�system.....................................................................................................................................................................................................69
6.4.1. Exhaust�re-treatment................................................................................................................................................. 71
6.5. Exhaust-gas�recirculation..................................................................................................................................................................... 71
6.5.1. Exhaust-gas�recirculation�control........................................................................................................... 73
7. Vacuum�supply.............................................................................................................................................................................................................................75
7.1. System�overview................................................................................................................................................................................................. 75
7.1.1. Components............................................................................................................................................................................ 77
7.1.2. Ventilation�function....................................................................................................................................................... 81
7.1.3. Electric�changeover�valve................................................................................................................................... 83
7.1.4. Electro-pneumatic�pressure�converter.......................................................................................... 83
7.1.5. Vacuum�reservoir.............................................................................................................................................................. 83
8. Fuel�system........................................................................................................................................................................................................................................ 84
8.1. Fuel�supply.................................................................................................................................................................................................................. 84
8.2. Fuel�preparation................................................................................................................................................................................................... 84
8.2.1. Overview�of�common�rail�systems........................................................................................................ 86
8.2.2. High�pressure�pump�CP�4.2/25................................................................................................................ 86
8.2.3. CRI�3.25�injectors........................................................................................................................................................... 87
9. Engine�electrical�system........................................................................................................................................................................................... 89
9.1. System�wiring�diagram............................................................................................................................................................................. 89
9.2. Digital�Diesel�Electronics...................................................................................................................................................................... 93
9.3. Sensors.............................................................................................................................................................................................................................. 94
9.3.1. Differential�pressure�sensor............................................................................................................................ 94
B57�Super�engine.
1.�History.
1.1.�N57�Super�engine
Engine Session N57D30S1
Series E70�E71�F01�F02�F10�F11
F15�F16
Models 750d/Ld�M550d�X5�M50d
X6�M50d
Power�output [kW] 280
at�engine�speed [rpm] 4000�–�4400
Torque [Nm] 740
at�engine�speed [rpm] 2000�–�3000
Design 6�cylinders/in-line
Displacement [cm³] 2993
Bore/stroke [mm] 84/90
Compression [ε] 16�:�1
ratio
Valves�per 4
cylinder
Deployment since�03/2012
period
Engine�control DDE�7.31
5
B57�Super�engine.
2.�Introduction.
The�B57�Super�engine�will�initially�be�introduced�to�series�production�as�part�of�the�BMW�7�Series
(G11,�G12).�The�new�engine�will�also�be�available�in�other�BMW�models.�The�BMW�M�Performance
engine�is�characterised�by�its�remarkable�engine�performance�generated�from�3�litres�of�displacement
while�simultaneously�reducing�the�fuel�consumption.�The�engine�meets�these�benchmarks�thanks
to�a�third�generation�common�rail�system�with�a�fuel�injection�pressure�of�up�to�2,700�bar�and
turbocharging�in�stages�using�four�exhaust�turbochargers.�The�B57�Super�engine�also�features
high-pressure�and�low-pressure�exhaust-gas�recirculation�to�increase�the�engine's�efficiency�while
producing�lower�pollutant�emission�levels.
The�B57�engine�serves�as�the�basis,�an�engine�that�is�already�available�in�the�upper�and�top
performance�class.�Consequently,�the�B57�Super�engine�is�based�on�this�technology.�To�attain�the
notable�power�data,�several�adaptations�were�required.
This�Product�Information�is�designed�to�provide�you�with�information�on�the�design�and�functioning
of�the�B57�Super�engine.�The�basis�is�the�product�information�for�the�B57�engine;�this�document�will
present�only�the�differences.�The�differences�to�the�N57TU�Super�engine�will�also�be�indicated.
2.1.�Engine�identification
2.1.1.�Engine�designation
In�the�technical�documentation,�the�engine�identification�is�used�to�ensure�clear�identification�of�the
engine.�Frequently,�only�a�short�designation�is�used,�which�is�explained�in�the�following�table.
2.1.2.�Engine�identification
The�7-digit�engine�identification�is�on�the�crankcase.�The�first�6�digits�of�the�engine�identification�are
deduced�from�the�engine�type.�The�7th�digit�is�the�test�number�of�the�type�approval.
The�consecutive�engine�number�is�embossed�above�the�engine�identification.�Using�these�two
numbers�the�engine�can�be�clearly�identified�by�the�manufacturer.
6
B57�Super�engine.
2.�Introduction.
B57�Super�engine,�engine�identification
Index Explanation
90041284 Running�engine�number
B BMW�Group�Development
5 6-cylinder�in-line�engine
7 Diesel�direct�fuel�injection�with�turbocharging
D Diesel�engine�longitudinal�installation
30 3.0�litres�displacement
C Super�engine
2.2.�Technical�data
The�following�table�compares�the�technical�data�of�the�B57�Super�engine�with�those�of�the�N57TU
Super�engine.
N57D30S1 B57D30S0
Session
(F01�750d�xDrive) (G11�750d�xDrive)
Design 6�cylinders/in-line 6�cylinders/in-line
Displacement [cm³] 2993 2993
Bore/stroke [mm] 84/90 84/90
Valves�per�cylinder 4 4
7
B57�Super�engine.
2.�Introduction.
N57D30S1 B57D30S0
Session
(F01�750d�xDrive) (G11�750d�xDrive)
Compression�ratio [ε] 16�:�1 16�:�1
Power�output [kW/(HP)] 280�(381) 294�(400)
at�engine�speed [rpm] 4000�–�4400 4000�–�4400
Power�output�per�litre [kW/l] 93.6 98.2
Torque [Nm] 740 760
at�engine�speed [rpm] 2000�–�3000 2000�–�3000
Engine�control DDE�7.31 DDE�8.32
Exhaust�emission
EURO�6 EURO�6
standards
Maximum�speed [km/h] 250
Acceleration
[s] 4.9
0�–�100�km/h
Fuel�consumption [litre/100 km] 6.4
8
B57�Super�engine.
2.�Introduction.
2.2.1.�Power�and�torque�graph
B57�Super�engine,�full�load�diagram
2.3.�Models
Series B57D30S0 Series�introduction
G11 750xd 7/2016
G12 750Lxd 7/2016
9
B57�Super�engine.
2.�Introduction.
2.4.�Innovations
The�following�table�provides�an�overview�of�the�differences�and�changes�to�the�B57D30T0�engine�and/
or�N57D30S1�engine.
10
B57�Super�engine.
3.�Engine�mechanics.
B57�Super�engine,�engine�mechanics
Index Explanation
1 Oil�sump
2 Oil�sump�gasket
3 Transverse�reinforcement�and�oil�deflector
4 Crankshaft�bearing�cap
5 Crankshaft�drive
6 Crankcase
7 Cylinder�head�gasket
11
B57�Super�engine.
3.�Engine�mechanics.
Index Explanation
8 Cylinder�head
9 Valve�gear
10 Cylinder�head�cover
11 Chain�drive
12 Beaded�metal�gasket
13 End�cover
3.1.�Cylinder�head
Externally,�the�cylinder�head�of�the�B57�Super�engine�differs�from�that�of�the�B57�engine�only�in�a
few�details.�The�increased�engine�performance�requires�a�higher�gas�throughput�and�this�is�achieved
thanks�to�intake�ports�with�a�higher�capacity�and�larger�intake�valves.�For�handling�the�higher�thermal
and�mechanical�stress,�the�cylinder�head�undergoes�the�so-called�HIP�treatment.
3.1.1.�HIP�treatment�(hot�isostatic�pressing)
The�constantly�tighter�lightweight�construction�requirements�on�foundry�products�along�with�a
guarantee�of�high�operating�safety�and�reliability�require�optimal�utilisation�of�the�strength�properties�of
the�employed�materials.�Castings�generally�have�areas�with�pores�and�blow�holes�in�the�cast�structure.
Depending�on�their�size,�geometrical�shape,�volume�density�and�spatial�distribution,�they�can�affect
the�functional�safety�of�the�cast�part.�These�inner�cavities�reduce�the�bearing�cross-section,�which
in�turn�can�lead�to�micro�cracks.�To�counteract�the�reduction�in�strength�due�to�porosity,�cast�parts
undergo�hot�isostatic�pressing�(HIP).
The�unmachined�cylinder�head�or�crankcase�is�subjected�to�an�inert�gas�atmosphere�(e.g.�argon,
nitrogen)�in�special�systems�at�high�temperatures�(approx. 500°C)�and�pressures�(approx. 1,000 bar).
This�process�closes�pores�and�blow�holes�and�increases�fatigue�strength.�The�HIP�method�allows�safe
absorption�of�the�enormous�forces�that�occur�during�engine�operation.
3.2.�Cylinder�head�gasket
The�B57�Super�engine�receives�a�newly�developed�multi-layer�cylinder�head�gasket,�to�ensure
permanent�tightness�with�low�wear.�This�is�achieved�through�a�carrier�layer�and�four�functional�layers
(N57TU�Super�engine�has�three�functional�layers),�to�increase�the�elasticity�of�and�contact�pressure�in
the�cylinder�head�gasket.
Welded�stoppers�are�used�in�the�area�of�the�functional�layers�to�achieve�sufficient�contact�pressure�for
the�sealing.�The�central�function�of�the�carrier�layer�is�to�adjust�the�gasket�thickness,�depending�on�the
particular�piston�protrusion.
12
B57�Super�engine.
3.�Engine�mechanics.
B57�Super�engine,�cylinder�head�gasket�structure
Index Explanation
1,�2 Elastomer-coated�functional�layer
3 Welded�stopper�seat
4 Carrier�layer
5 Welded�stopper�seat
6,�7 Elastomer-coated�functional�layer
3.3.�Crankcase
The�crankcase�of�the�B57�engine�serves�as�the�basis�for�the�B57�Super�engine.�The�increased�output
of�the�B57�Super�engine�creates�greater�stress�on�the�crankcase,�so�that�modifications�become
necessary�for�optimising�strength.
13
B57�Super�engine.
3.�Engine�mechanics.
B57�Super�engine,�crankcase
Index Explanation
A Transmission�side
B Belt�side
1 Tie�bolt
2 Connection,�coolant�feed�line�to�SCR�metering�unit
3 Oil�return�from�the�high-pressure�stages
4 Connection�for�compressor�housing�cooling,�low-pressure�stages
5 Oil�supply�to�the�low-pressure�stages
6 Assembly�hole�(hydraulic�valve)
7 Assembly�hole�(solenoid�valve)
8 Oil�return�from�the�low-pressure�stages
9 Assembly�holes�for�the�tie�bolts
10 Seal�screw�for�the�tie�bolts
14
B57�Super�engine.
3.�Engine�mechanics.
Index Explanation
11 Assembly�hole�(oil�pressure�switch)
12 Sealing�surface�for�primary�thermostat
13 Sealing�surface,�coolant�pump
14 Sealing�surface�for�secondary�thermostat
15 Assembly�hole�(characteristic�map-controlled�valve)
16 Sealing�surface,�oil�filter�module
17 Assembly�hole�(oil�pressure�sensor)
The�B57�Super�engine�has�the�design�features�already�familiar�from�the�B57�engine:
• Fully�aluminium�crankcase�made�from�AlSi7
• Closed�deck�and�deep�skirt�design
• Bridge�holes�for�temperature�reduction�in�the�cylinder�bridge
• Main�bearing�cap�with�embossed�teeth
• Two-part�water�jacket�and�therefore�modified�flow�guidance�in�the�crankcase
• Cylinder�walls�coated�by�electric�arc�wire�spraying
• To�save�weight,�oil�returns�are�cast�rather�than�drilled
• Additional�oil�ducts,�designed�for�the�use�of�a�characteristic�map-controlled�oil�pump,�as�well
as�centrally�switchable�piston�cooling.
In�addition,�the�B57�Super�engine�has�the�following�features�at�the�crankcase:
• HIP-treated�crankcase�(section�3.1.1)
• Screw�connection�between�cylinder�head�and�main�bearing�cap�by�tie�bolts
• Water�jacket�inlet�at�the�crankcase�to�the�coolant�pump�enlarged�for�increased�coolant�flow
• Additional�oil�return�from�the�high-pressure�exhaust�turbochargers
• Additional�coolant�connection�for�compressor�cooling�of�the�low-pressure�stages.
Before�cleaning�the�sealing�surface�on�the�cylinder�crankcase�to�the�cylinder�head,�the�feed�lines�of�the
oil�ducts�must�be�sealed.�Furthermore,�no�machining�tools�may�be�used�for�the�cleaning.
In�order�to�prevent�damage�to�the�engine,�please�observe�the�current�repair�instructions.
3.3.1.�Tie�rod�screw�connection
As�familiar�from�the�N57TU�Super�engine,�in�the�B57�Super�engine�the�cylinder�head�is�connected
to�the�main�bearing�cap�by�tie�bolts.�The�bolts�are�fastened�not�directly�in�the�cylinder�crankcase,�but
in�threaded�bolts�which�are�pressed�into�the�crankcase�from�the�sides.�The�reason�for�this�is�the�high
tensile�load�which�the�aluminium�of�the�crankcase�would�not�withstand.
15
B57�Super�engine.
3.�Engine�mechanics.
The�bolts�are�pressed�into�the�crankcase�by�expansion�fitting,�namely�by�cooling�the�tie�bolts�to
-170°C�to�-200°C.�After�the�joining,�the�tie�rod�expands,�creating�the�tension�in�the�crankcase.�The�left
and�right�sealing�caps�on�the�crankcase�are�then�pressed�in�with�sealing�compound,�sealing�the�tie�bolt
bore�holes�to�the�outside.
Because�of�the�arrangement�of�the�coolant�ducts�in�the�crankcase,�the�tie�bolt�(graphic�A)�is�located
behind�the�primary�thermostat.�The�sealing�of�this�bore�hole�is�especially�important,�to�seal�the�tie�rod
from�the�coolant.�In�case�of�leakage,�the�coolant�could�otherwise�get�into�the�engine�oil�through�the�tie
bolt.�That's�why�in�engine�production�the�screw�plug�with�sealing�ring�is�additionally�glued�in�and�then
checked�for�tightness.
The�two�last�tie�bolt�bore�holes�(graphic�B)�are�not�sealed,�as�they�are�located�within�the�engine
housing�behind�the�chain�drive.
B57�Super�engine,�tie�rods
16
B57�Super�engine.
3.�Engine�mechanics.
Index Explanation
A Tie�rod�screw�plug�behind�primary�thermostat�(belt�side)
B Tie�rod�at�crankcase,�rear�(transmission�side)
C Sealing�cap
D Tie�bolt
The�screw�plug�with�sealing�ring�(graphic�A)�is�not�available�as�a�replacement�part�and�is�only�included
with�the�crankcase.�Opening�the�screw�plug�is�not�necessary�and�therefore�also�not�permitted.
3.4.�Oil�sump
The�oil�sump�is�sealed�off�from�the�crankcase�on�the�B57�Super�engine�not�by�Loctite�5970�but�by�a
panel�rubber�seal.
In�addition�to�the�oil-level�sensor,�the�B57�Super�engine�has�an�oil�dipstick�to�check�the�oil�level.
To�ensure�faultless�tightness�of�the�oil�sump,�observe�the�current�repair�instructions.
3.5.�Crankshaft�drive
3.5.1.�Crankshaft
The�main�function�of�the�crankshaft�is�to�absorb�piston�forces�and�convert�them�to�torque.
Consequently�the�crankshaft�is�designed�for�the�high�loads�of�the�B57�Super�engine.
17
B57�Super�engine.
3.�Engine�mechanics.
Crankshaft Session B57�engine B57�Super�engine
Number�of 4 4
counterweights
Number�of�main 7 7
bearing�positions
Position�of�thrust Bearing�4 Bearing�4
bearing
Crankshaft�bearing
As�already�familiar�from�the�N57TU�Super�engine,�the�B57�Super�engine�also�has�galvanic�bearings
at�the�upper�and�lower�bearing�shells.�To�simplify�installation�of�the�main�bearing�shells,�laser-welded
thrust�washers�are�used�that�have�already�proven�their�merit�in�the�B47/57�engines.
When�exchanging�the�crankshaft�or�the�crankshaft�main�bearing�shells,�a�bearing�shell�classification
must�also�be�carried�out�on�the�B57�Super�engine.�Refer�to�the�current�repair�instructions�for�the�exact
procedure.
Please�pay�attention�when�working�with�bearing�shells�as�the�bearing�shell�layer�can�easily�become
damaged.
3.5.2.�Piston
Because�of�the�increased�specific�power,�the�thermal�and�mechanical�stress�on�the�pistons�also
increases.�The�mechanical�load�is�dominated�by�the�maximum�combustion�pressure,�which�in�the�B57
Super�engine�can�reach�up�to�210 bar�(B57D30T0�engine�approx.�180�bar;�N57TU�Super�engine�200
bar).�To�handle�this�enormous�stress,�the�pistons�have�the�following�design�features:
• Material:�aluminium-silicon�alloy
• Ring�carriers�made�of�high-strength�cast�iron
• C-groove�between�1st�and�2nd�piston�rings
• Ring�duct�for�cooling�the�piston�crown
• Bronze�bush�in�the�gudgeon�pin�boss
• Refounded�bowl�rim
• Graphite-coated�piston�skirt
• Gudgeon�pin�with�DLC�(diamond-like�carbon)�coating.
18
B57�Super�engine.
3.�Engine�mechanics.
B57�super�engine,�piston
Index Explanation
1 Piston�skirt
2 Piston�ring�zone
3 Fire�land
4 Bowl�rim
5 Combustion�bowl
6 Ring�carrier
7 1st�piston�ring�(plain�rectangular�compression�ring)
8 C-groove
9 2nd�piston�ring�(taper-face�ring)
10 3rd�piston�ring�(oil�scraper�hose�snap�ring)
11 Gudgeon�pin�boss�with�bronze�bush
12 Oil�drain
Piston�with�C-groove
In�combustion�engines�blow-by�gases�generally�occur,�produced�by�gas�leakage�from�the�combustion
chamber�flowing�past�the�piston�ring�system.�Compression�rings�are�not�100%�tight�for�design
reasons,�so�that�small�amounts�of�blow-by�gases�always�get�into�the�crankcase.
19
B57�Super�engine.
3.�Engine�mechanics.
In�addition,�the�blow-by�gases�are�used�to�increase�the�contact�pressure�of�both�compression�rings.
Up�to�90%�of�the�total�contact�pressure�of�the�1st�compression�ring�is�produced�during�the�power
cycle�from�the�combustion�pressure.�The�pressure�is�applied�inside�and�above�at�the�compression�ring
and�presses�the�latter�even�more�against�the�piston�ring�groove�lower�edge�and�the�cylinder�wall.�This
contact�pressure�amplification�acts�mainly�on�the�1st�compression�ring�and�also,�in�a�weaker�form,�on
the�2nd compression�ring.�The�blow-by�gas�flow�acting�on�the�2nd piston�ring�is�determined�by�the
size�of�the�throttle�window�of�the�1st�piston�ring.�This�is�yielded�by�the�end�clearance�(x)�and�half�the
piston�clearance�(y).
Compression�ring�contact�pressure�increase
Index Explanation
A Thrust�force
B Combustion�gases
C Contaminated�blow-by�gas�mixed�with�oil
D Throttle�window
X End�clearance
y Half�the�piston�clearance
1 Ring�carrier
2 1st�compression�ring
3 2nd�compression�ring
4 Cylinder�wall
20
B57�Super�engine.
3.�Engine�mechanics.
The�end�clearance�of�the�1st�and�2nd�compression�rings�thus�ensures�the�contact�pressure�of�the�two
piston�rings�at�the�lower�piston�ring�groove�and�the�cylinder�wall�and�thereby�conducts�a�pre-defined
flow�of�blow-by�gases�into�the�crank�chamber.
Blow-by�gases,�reverse�blow-by�gases�and�oil�consumption�are�a�very�complex�subject�with�the�B57
Super�engine�with�210�bar�peak�pressure.�Some�modifications�to�the�pistons�and�compression�rings
were�therefore�necessary,�which�are�explained�below.
B57�Super�engine,�problems,�blow-by�gas�flow�too�great
If�the�end�clearance�at�the�compression�rings�is�too�high,�the�combustion�pressure�in�the�power�cycle
will�cause�a�rapid�drop�in�the�piston�ring�intermediate�pressure�(pressure�between�the�1st and�2nd
compression�rings).�The�blow-by�gas�flow�into�the�crankcase�then�rapidly�increases.
The�consequences�are�power�loss,�increased�heat�input�to�the�pistons�and�piston�rings�and�loss�of
lubricating�effect.�This�will�negatively�affect�the�service�life�and�functioning�of�the�engine.
21
B57�Super�engine.
3.�Engine�mechanics.
B57�Super�engine,�approach,�reduction�of�end�clearance�at�2nd�compression�ring
Reducing�the�end�clearance�of�the�2nd compression�ring�reduces�the�blow-by�gas�flow.�Reducing�the
size�of�the�throttle�window�increases�the�piston�ring�intermediate�pressure�and�less�blow-by�gas�flows
into�the�crank�chamber.�In�addition,�reducing�the�end�clearance�will�preserve�the�intermediate�pressure
longer.
During�the�power�cycle�the�maximum�combustion�pressure�drops�because�of�the�downward�motion
of�the�piston.�The�piston�ring�intermediate�pressure�available�for�a�longer�time�may,�in�certain�engine
operating�states,�be�greater�than�the�combustion�pressure�present.�This�pressure�difference�then
lifts�the�1st�piston�ring�from�the�piston�groove�lower�edge�and�"reverse�blow-by"�occurs.�This
"reverse�blow-by"�flow�transports�the�blow-by�gas�enriched�with�engine�oil�between�the�rings�into�the
combustion�chamber,�resulting�in�increased�engine�oil�consumption.
22
B57�Super�engine.
3.�Engine�mechanics.
B57�Super�engine,�solution,�pistons�with�C-groove
The�phases�in�which�the�intermediate�ring�pressure�exceeds�the�combustion�pressure�present�must
therefore�be�avoided.�Increasing�the�volume�with�grooves,�chamfered�edges�or�depressions�at�the
piston�can�prevent�this.�The�additional�volume�in�the�area�between�the�rings�enables�a�fast�and�uniform
pressure�compensation�and�makes�sure�that�the�intermediate�pressure�will�not�exceed�the�combustion
pressure.�The�piston�of�the�B57�Super�engine�therefore�has�a�C-groove�between�the�compression
rings,�to�prevent�"reverse�blow-by".
The�optimisation�measures�at�the�pistons�and�piston�rings�reduce�the�blow-by�gas�flow�given�normal
oil�consumption.
During�the�installation�of�piston�rings,�please�observe�the�repair�instructions.�Piston�rings�must�not�be
inserted�the�wrong�way�round.�Incorrect�installation�will�result�in�engine�damage.
A�damaged�or�broken�oil�scraper�ring�cannot�be�detected�while�it�is�mounted.�The�effects�become
apparent�only�after�a�certain�number�of�miles�have�been�driven.
3.6.�Chain�drive
3.6.1.�Timing�chain
The�timing�chains�of�the�B57�Super�engine�are�single�roller�sleeve-type�chains.�The�upper�timing�chain
is�the�same�as�on�the�N57TU�Super�engine.
Higher�forces�act�on�the�lower�timing�chain�because�of�the�increased�fuel�injection�rate�and�the
resulting�increase�in�delivery�of�the�high�pressure�pump.�This�necessitates�the�use�of�extruded�chain
sleeves.�The�sleeves�are�not�wound�from�a�metal�strip,�but�deep-drawn�and�therefore�more�rigid.�For
reducing�chain�wear,�the�chain�pins�are�coated�with�chromium�nitride�by�means�of�the�PVD�method.
23
B57�Super�engine.
3.�Engine�mechanics.
As�with�the�B57�engine,�the�camshaft�sprocket�of�the�high�pressure�pump�contains�a�vibration
absorber,�to�prevent�a�possible�vibration�excitation,�or�so-called�chain�howling,�of�the�timing�chain.
3.7.�Valve�gear
The�timing�of�the�B57�Super�engine�is�identical�to�that�of�the�B57�engine.�The�intake�valves�have�been
enlarged�because�of�the�higher�gas�flow�rate.�Heat-resistant�NIMONIC�valves�are�used�as�exhaust
valves.
24
B57�Super�engine.
3.�Engine�mechanics.
3.8.�Belt�drive
B57�Super�engine,�belt�drive
Index Explanation
1 Alternator�with�screwed�on�mechanical�belt�tensioner
2 Tensioning�pulley
3 Ribbed V-belt
4 Coolant�pump
5 Air�conditioning�compressor
6 Torsional�vibration�damper
Owing�to�a�modification�to�the�mechanical�coolant�pump,�the�attachment�points�for�the�alternator�and
air�conditioning�compressor�at�the�coolant�pump�support�also�had�to�be�changed.�A�drive�belt�longer
by�28 mm�is�therefore�used�on�the�B57�Super�engine.
25
B57�Super�engine.
3.�Engine�mechanics.
Engine Ribbed V-belt
B57D30O0 6PK1155
B57D30T0
B57D30S0 6PK1183
3.8.1.�Torsional�vibration�damper
The�torsional�vibration�damper�is�basically�designed�like�that�of�the�B57�engine�and�has�been�adjusted
to�the�higher�requirements�of�the�B57�Super�engine�by�adding�an�additional�rubber�damper.
To�avoid�damage�to�the�torsional�vibration�damper,�the�engine�must�not�be�operated�without�drive
belts.
3.9.�Sound�insulation
To�minimise�the�engine�running�noise�and�improve�the�heat�preservation�during�cold�starts�and�also
in�automatic�engine�start-stop�function�stops,�the�B57�Super�engine�also�has,�besides�the�sound
insulation�and�the�acoustic�cover,�a�SynTAK�(synergy�thermo-acoustic�capsule).
Always�ensure�proper�installation�of�all�engine�covers.�A�cover�which�has�been�incorrectly�fitted�may
cause�interference�noises.�Furthermore,�the�cover�also�guarantees�the�thermal�operating�safety�of
individual�engine�components.
26
B57�Super�engine.
4.�Oil�supply.
4.1.�Oil�circuit
The�oil�supply�equipment�of�the�B57�Super�engine�is�identical�to�that�of�the�B57�engine.�A�map-
controlled�oil�supply�system�as�well�as�centrally�switchable�piston�cooling�is�therefore�used,�to�reduce
the�friction�loss�and�thereby�increase�the�efficiency�of�the�engine.
B57�Super�engine,�schematic�diagram�of�oil�circuit
Index Explanation
1 Oil�strainer
2 Oil�pump/vacuum�pump
3 Control�element�(built-in�to�pump)
3a Chamber�for�second-level�control�(emergency�operation)
3b Chamber�for�map-controlled�operation�(normal�operation)
27
B57�Super�engine.
4.�Oil�supply.
Index Explanation
4 Pressure�limiting�valve�(built-in�to�pump)
5 Non-return�valve
6 Engine�oil�cooler
7 Radiator�bypass�valve
8 Oil�filter
9 Filter�bypass�valve
10 Oil�filter�drain�(duct�is�unblocked�during�filter�disassembly)
11 Solenoid�valve�for�characteristic�map-controlled�operation
12 Lower�chain�tensioner
13 Upper�chain�tensioner
14 Oil�pressure�sensor
15 Lubrication�points�in�cylinder�head
16 Lubrication�points�in�crankcase
17 Solenoid�valve
18 Hydraulic�valve
19 Oil�pressure�switch�(0.3�-�0.6�bar)
20 Oil�spray�nozzles
4.2.�Exhaust�turbocharger�oil�supply
The�oil�supply�to�the�four�exhaust�turbochargers�must�be�ensured�over�the�entire�operating�range�of
the�B57�Super�engine.�This�is�required�as�most�BMW�diesel�engines�and�also�the�B57�Super�engine
use�exhaust�turbochargers�with�plain�bearings.�Because�of�the�oil,�the�charger�shaft�is�mounted�in�the
plain�bearing�bush�without�contact�or�wear�and�is�lubricated.
The�oil�return�occurs�practically�without�pressure�and�must�therefore�be�considerably�greater�than�the
oil�supply.�The�oil�return�to�the�crankcase�occurs�above�the�engine�oil�level.
The�oil�supply�and�return�lines�for�the�exhaust�turbochargers�can�become�clogged�by�oil�sludge�or
coking.�The�oil�supply�to�the�exhaust�turbocharger�can�then�become�insufficient�and�damage�can
result.�This�effect�is�also�promoted�by�the�line�lengths�and�the�numerous�radii.�The�following�graphic
shows�the�elaborate�oil�supply�to�the�exhaust�turbochargers.
28
B57�Super�engine.
4.�Oil�supply.
B57�Super�engine,�exhaust�turbocharger�oil�supply
Index Explanation
1 Oil�feed�line�from�the�cylinder�head�connection�to�high-pressure�stage�2
2 Oil�feed�line�from�high-pressure�stage�2�to�high-pressure�stage�1
3 Oil�return�from�the�high-pressure�stages
4 Oil�feed�line�from�the�crankcase�connection�to�low-pressure�stage�2
5 Oil�feed�line�from�low-pressure�stage�2�to�low-pressure�stage�1
6 Oil�return�from�the�low-pressure�stages
To�avoid�turbocharger�damage,�when�replacing�exhaust�turbochargers�always�inspect�the�oil�feed�line
as�well�as�the�oil�return�line�for�coking/obstruction�and�replace�if�necessary.
29
B57�Super�engine.
5.�Cooling�System.
The�cooling�system�of�the�B57�Super�engine�is�very�complex.�The�engine�and�charge�air�cooling�both
have�separate�cooling�circuits.�The�coolant�circuit�of�the�engine,�the�so-called�high-temperature
coolant�circuit,�is�practically�identical�to�the�B57�engine.�To�increase�the�efficiency�of�the
turbocharged�engine,�indirect�charge�air�cooling�in�a�separate�low-temperature�cooling�system�is
used.
For�properly�bleeding�the�cooling�system�after�repair�work�on�the�high-�and�low-temperature�cooling
system,�a�cooling�system�bleeding�routine�is�required.�The�work�procedures�for�bleeding�are�contained
in�the�current�repair�instructions.
5.1.�Coolant�circuit�system�overview
The�following�overview�shows�the�overall�cooling�system�of�the�B57�Super�engine.
30
B57�Super�engine.
5.�Cooling�System.
B57�Super�engine,�schematic�diagram�of�overall�cooling�circuit
Index Explanation
1 External�radiator,�high-temperature�coolant�circuit
2 Radiator�(high�temperature�range)
3 Electric�fan
4 High-pressure�exhaust-gas�recirculation�cooler
5 Intermediate�heat�exchanger�for�charge�air�and�coolant
6 Primary�thermostat
7 Low-pressure�exhaust-gas�recirculation�cooler
8 Cooled�compressor�of�low-pressure�stage�2
9 Cooled�compressor�of�low-pressure�stage�1
31
B57�Super�engine.
5.�Cooling�System.
Index Explanation
10 Low-temperature�cooling�system�coolant�temperature�sensor
11 Engine�housing
12 SCR�metering�module
13 Charge�air/coolant�heat�exchanger
14 Heat�exchanger
15 Transmission�oil-to-coolant�heat�exchanger
16 Engine�oil-to-coolant�heat�exchanger
17 Secondary�thermostat
18 Coolant�pump
19 Electric�coolant�pump
20 Expansion�tank�(low-temperature�cooling�circuit)
21 Expansion�tank�(high-temperature�cooling�circuit)
22 Radiator�(low�temperature�range)
23 Radiator,�low-temperature�cooling�system
5.2.�Cooling�module
The�following�graphic�shows�the�cooling�module�components.�The�external�radiator (4)�is�connected
to�the�radiator�(3)�by�coolant�lines�in�parallel,�increasing�the�cooling�area.
B57�Super�engine,�cooling�module�in�the�BMW�G11/12
32
B57�Super�engine.
5.�Cooling�System.
Index Explanation
1 Radiator,�low-temperature�cooling�system
2 A/C�condenser
3 Radiator
4 Engine�external�radiator
5 Electric�fan
5.3.�Mechanical�coolant�pump
The�B57�Super�engine�has�no�switchable�coolant�pump.�The�omission�of�the�switch�element�enabled
the�coolant�flow�in�the�cylinder�crankcase�and�cylinder�head�to�be�increased.�This�was�necessary
to�ensure�cooling�of�the�engine�components�under�high�load.�The�impeller�was�also�enlarged�from
65 mm�to�68 mm.
The�following�graphic�indicates�the�differences�between�the�coolant�pumps�of�the�B57�Super�engine
and�the�B57�engine.
B57�Super�engine,�coolant�pump�comparison
33
B57�Super�engine.
5.�Cooling�System.
Index Explanation
A Coolant�pumpB57D30S0
B Coolant�pump�in�B57D30O0/T0
1 Impeller
2 Coolant�duct�to�the�crankcase,�to�the�exhaust-gas�recirculation�coolers�and�to
the�engine�oil-to-coolant�heat�exchanger
3 Coolant�pump�intake�port
4 Coolant�connection�from�coolant�expansion�tank
5 Impeller
6 Shift�element
7 Coolant�duct�to�the�crankcase
8 Coolant�duct�to�the�exhaust-gas�recirculation�coolers�and�to�the�engine�oil-to-
coolant�heat�exchanger
9 Vacuum�unit�switch�element
5.4.�Charge�air�cooling
Increasing�charging�pressures�in�turbocharged�engines�lead�to�higher�and�higher�charge�air
temperatures.�This�necessitates�efficient�charge�air�cooling�systems�that�will�allow�further�lowering�of
the�charge�air�temperature.�The�lowest�temperature�level�to�be�reached�is�theoretically�the�ambient
temperature.�To�attain�an�ideal�charge�air�temperature�level�given�a�high�performance�requirement,�the
B57�Super�engine�uses�indirect�charge�air�cooling.
In�indirect�charge�air�cooling�the�heat�from�the�charge�air�coolant�intermediate�heat�exchanger�and�the
charge�air�coolant�heat�exchanger�is�not�discharged�directly�into�the�ambient�air�but�dissipated�via�the
low-temperature�circuit.�The�latter�has�a�low-temperature�radiator�integrated�in�the�cooling�module.
The�integrated�charge�air�cooling�makes�it�possible�to�increase�the�air�density�and�therefore�the
amount�of�oxygen�in�the�cylinder.�Moreover,�the�lower�charge�air�temperature�creates�less�of�a�thermal
load�on�the�engine.�Despite�the�higher�engine�performance,�the�fuel�consumption,�nitrogen�oxides�and
carbon�dioxide�emissions�can�thereby�be�reduced.
Compared�with�direct�charge�air�cooling,�indirect�charge�air�cooling�yields�the�following�positive
effects:
• Reduced�charge�air�pressure�drop
• Improved�engine�dynamics�through�lower�charge�air�volume�(short�charge�air�path/improved
response�characteristics)
• Improved�engine�efficiency�through�the�increase�in�charge�air�density
• Increased�dynamic�cooling�power.
34
B57�Super�engine.
5.�Cooling�System.
B57�Super�engine,�schematic�diagram�of�low-temperature�cooling�system
Index Explanation
1 Intermediate�heat�exchanger�for�charge�air�and�coolant
2 Coolant�temperature�sensor
3 Charge�air/coolant�heat�exchanger
4 Electric�coolant�pump
5 Low-temperature�expansion�tank
6 Radiator,�low-temperature�cooling�system
35
B57�Super�engine.
5.�Cooling�System.
5.4.1.�Cooling�system
The�following�graphic�shows�the�low-temperature�cooling�system�of�the�B57�Super�engine.�In�contrast
to�the�N57TU�Super�engine,�there�is�no�connection�to�the�high-temperature�coolant�circuit,�so�that�the
low-temperature�cooling�system�has�its�own�coolant�expansion�tank.�The�capacity�of�the�charge�air
coolant�circuit�is�approx.�4.1 litres.�The�circulation�of�the�coolant�is�brought�about�by�an�electric�coolant
pump.
B57�Super�engine,�low-temperature�cooling�circuit
36
B57�Super�engine.
5.�Cooling�System.
Index Explanation
1 Charge�air/coolant�heat�exchanger
2 Electric�coolant�pump
3 Coolant�temperature�sensor
4 Low-temperature�expansion�tank
5 Radiator,�low-temperature�cooling�system
6 Intermediate�heat�exchanger�for�charge�air�and�coolant
5.4.2.�Electric�coolant�pump
The�B57�Super�engine�has�an�electric�coolant�pump�to�circulate�the�coolant�in�the�low-temperature
cooling�system.�Its�rated�power�is�80 W.
Actuation�is�by�the�Digital�Diesel�Electronics�via�a�PWM�signal.�The�control�electronics�inside�the
pump�adjust�the�required�pump�speed�based�on�the�PWM�duty�cycle�and�also�come�with�self-
diagnosis�in�order�to�detect�dry�running.�The�electric�coolant�pump�features�the�following�connections:
• 12 V�voltage�supply
• Ground
• Pulse�width�modulation�signal�with�fault�reporting.
Electric�coolant�pump Duty�cycle�at�the�electric�coolant�pump
Pulse�width�modulation�input
Maximum�pump�speed 0�%�-�<�4�%
(e.g.�line�disconnection,�short�circuit�to�ground)
Pump�off 4�%�-�<�13�%
Minimum�to�maximum�pump 13�%�-�92�%
speed
Maximum�pump�speed >�92�%�-�100�%
(e.g.�short�circuit�to�B+)
In�addition,�in�case�of�overheating�of�the�integrated�control�electronics�> 145°C�the�pump�speed�is
limited�to�60%.
Dry-running�protection
The�electric�coolant�pump�in�the�low-temperature�cooling�system�has�dry-running�protection.�This
detection�occurs�via�the�control�electronics�in�the�pump�and�not�via�the�DDE.�This�is�necessary,�as�no
coolant�level�indicator�is�integrated�in�the�low-temperature�expansion�tank,�so�that�a�low�coolant�level
cannot�be�detected.
To�avoid�overheating�the�coolant�pump,�the�starting�current�of�the�pump�motor�is�monitored.�Should
the�starting�current�fall�below�a�pre-defined�limit�value,�the�coolant�level�may�be�too�low.�If,�after�four
consecutive�start-up�attempts�of�5 seconds�each,�an�insufficient�starting�current�is�detected,�the
electric�coolant�pump�is�shut�down.�After�the�dry�running�detection�the�control�electronics�in�the�pump
connects�the�PWM�signal�line�to�ground�for�1 second.�"Dry�running�detected"�is�thereby�signalled�to
37
B57�Super�engine.
5.�Cooling�System.
the�Digital�Diesel�Electronics�and�a�fault�memory�entry�set.�In�addition,�because�of�an�excessive�charge
air�temperature�in�the�intake�system,�a�failure�of�the�low-temperature�cooling�system�would�lead�to
consequential�faults.
After�a�terminal�change,�the�pump�electronics�start�again�with�the�dry-running�detection.�If�the�coolant
has�been�topped�up�and�the�pump�electronics�detect�a�corresponding�starting�current,�the�requested
pump�speed�is�set.
5.4.3.�Coolant�temperature�sensor
The�coolant�temperature�sensor�lies�in�the�feed�line�from�the�electric�coolant�pump�to�the�charge�air
coolers.�The�temperature�measurement�occurs�by�means�of�a�temperature-dependent�resistor�with�a
negative�temperature�coefficient�(NTC).
The�coolant�temperature�sensor�is�one�of�the�measured�variables�that�the�DDE�control�unit�uses�for
the�speed�control�of�the�electric�fan.�As�the�temperature�increases�in�the�low-temperature�circuit,�the
cooling�air�flow�is�increased�by�the�radiator�module.�In�addition,�the�coolant�temperature�is�also�used
to�control�the�electric�coolant�pump,�by�having�the�DDE�adjust�the�PWM�duty�cycle�depending�on�the
cooling�requirement.
5.5.�Low-pressure�stage�compressor�cooling
The�low-pressure�stages�of�the�B57�Super�engine�come�with�compressor�cooling�in�the�form�of�rear
wall�cooling.�Through�an�integrated�coolant�duct,�coolant�flows�around�the�compressor�rear�wall�and
thereby�limits�the�charge�air�temperature�to�185°C.�This�is�required�for�a�high�charge�air�flow�rate�(high
charger�speed)�and�high�turbocharging�level�(near�full�load),�to�prevent�coking�of�the�compressor.
This�measure�lowers�the�compressor�outlet�temperature�and�optimises�the�compressor�efficiency�as
well�as�the�engine�efficiency.�This�also�reduces�the�thermal�load�of�the�low-pressure�stages�resulting
from�the�use�of�low-pressure�side�exhaust-gas�recirculation.
38
B57�Super�engine.
5.�Cooling�System.
B57�Super�engine,�compressor�rear�wall�cooling,�low-pressure�stages
Index Explanation
A Cold�coolant
B Hot�coolant
1 Coolant�supply
2 Low-pressure�stage�2
3 Low-pressure�stage�1
4 Coolant�return
39
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
The�intake�air�and�exhaust�emission�system�of�the�B57�Super�engine�significantly�differs�from�the
N57TU�Super�engine�by�virtue�of�the�four�employed�exhaust�turbochargers�and�the�low-pressure
exhaust-gas�recirculation.
6.1.�System�overview
B57�Super�engine,�system�overview�of�intake�air�and�exhaust�emission�system
Index Explanation
1 Digital�Diesel�Electronics�control�unit
2 Swirl-flap�actuator
3 Charging�pressure�sensor
4 High-pressure�exhaust-gas�recirculation�cooler
5 Throttle�valve
40
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
6 Charge-air�temperature�sensor
7 Exhaust�temperature�sensor�downstream�of�high-pressure�exhaust-gas
recirculation�cooler
8 Charge�air/coolant�heat�exchanger
9 Bypass�flap,�high-pressure�exhaust-gas�recirculation
10 High-pressure�exhaust-gas�recirculation�valve
11 Exhaust�backpressure�sensor�upstream�of�exhaust�turbocharger
12 Turbine�control�flap
13 Compressor�switching�flap,�high-pressure�stage�2
14 Intake�air�temperature�sensor�at�the�compressor�inlet�of�high-pressure�stage�2
15 High-pressure�stage�2�(variable�turbine�geometry)
16 High-pressure�stage�1�(variable�turbine�geometry)
17 Low-pressure�stage�bypass�flap
18 Charging�pressure�sensor�between�high-�and�low-pressure�stages
19 Exhaust�temperature�sensor�downstream�of�low-pressure�exhaust-gas
recirculation
20 Intake�silencer
21 Hot�film�air�mass�meter�(HFM�8/SENT)
22 Low-pressure�exhaust-gas�recirculation�valve
23 Intermediate�heat�exchanger�for�charge�air�and�coolant
24 Wastegate�valve
25 Low-pressure�stage�1
26 Low-pressure�stage�2
27 Low-pressure�EGR�differential�pressure�sensor�(SENT)
28 Exhaust�temperature�sensor�upstream�of�catalytic�converter
29 Differential�pressure�sensor,�diesel�particulate�filter
30 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
31 Low-pressure�exhaust-gas�recirculation�cooler
32 Exhaust-gas�temperature�sensor�upstream�of�diesel�particulate�filter
33 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter�(LSU�5.1)
34 NOx�sensor�before�the�SCR�catalytic�converter
35 SCR�metering�module
36 SCR�mixer
37 Exhaust�temperature�sensor�upstream�of�SCR�catalytic�converter
41
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
38 SCR�catalytic�converter
39 NOx�sensor�after�SCR�catalytic�converter
40 Exhaust�gas�restriction�flap
41 Rear�silencer
6.2.�Intake�air�system
42
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
6.2.1.�Air�duct�overview
B57�Super�engine,�air�intake�ducting�in�the�BMW�G11/G12
43
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
A Fresh�air
B Purified�air
C Heated�charge�air
D Cooled�charge�air
1 Untreated�air�line�with�intake�air�grille
2 Intake�silencer�with�air�filter
3 Hot�film�air�mass�meter�(HFM�8)
4 Charging�pressure�sensor�between�high-�and�low-pressure�stages
5 Blow-by�gas�pipe
6 Exhaust�turbocharger�(high-pressure�stage�1)
7 Exhaust�turbocharger�(high-pressure�stage�2)
8 Charge�air�heat�exchanger
9 Adaptor�pipe�with�charge-air�temperature�sensor
10 Electromotive�throttle�controller�with�path�feedback
11 Intake�manifold
12 Electrical�swirl-flap�controller�with�path�feedback
13 Exhaust�turbocharger�(low-pressure�stage�1)
14 Intermediate�charge�air�heat�exchanger
15 Exhaust�turbocharger�(low-pressure�stage�2)
16 Charging�pressure�sensor
6.3.�Turbocharging
6.3.1.�Turbocharger�group
The�turbocharger�group�is�very�complex�and�requires�a�specific�procedure�in�accordance�with�the
repair�instructions�to�be�followed�for�the�dismantling�and�installation�in�the�event�of�repairs.
The�B57�Super�engine�has�two-stage�turbocharging.�For�the�first�time,�BMW�diesel�engines�have�four
exhaust�turbochargers�in�the�high�and�low-pressure�stages.�This�allows�an�increase�in�turbocharging
efficiency.
The�two-stage�turbocharger�group�of�the�B57�Super�engine�contains�the�following�features:
44
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
• 2�high-pressure�stages�with�variable�turbine�geometry�technology
• 2�low-pressure�exhaust�turbochargers�arranged�in�parallel
• Wastegate�valve
• Turbine�control�flap
• Compressor�activation�valve
• Low-pressure�stage�bypass�flap.
B57�Super�engine,�stage�turbocharging
45
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
1 Differential�pressure�sensor�(diesel�particulate�filter)
2 Charge�air/coolant�heat�exchanger
3 High-pressure�stage�1�(variable�turbine�geometry)
4 Low-pressure�exhaust-gas�recirculation�valve
5 Differential�pressure�sensor�(low-pressure�EGR)�(SENT)
6 Variable�turbine�geometry�controller,�high-pressure�stage
7 Exhaust�temperature�sensor�downstream�of�low-pressure�exhaust-gas
recirculation�cooler
8 Housing�of�the�low-pressure�stage�bypass
9 Charging�pressure�sensor�between�high-�and�low-pressure�stages
10 Clean�air�pipe
11 Intermediate�heat�exchanger�for�charge�air�and�coolant
12 Low-pressure�stage�2
13 Coolant�return�(compressor�housing�cooling�of�the�low-pressure�stages)
14 Coolant�supply�(compressor�housing�cooling�of�the�low-pressure�stages)
15 Exhaust�temperature�sensor�upstream�of�catalytic�converter
16 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
17 Exhaust-gas�temperature�sensor�upstream�of�diesel�particulate�filter
18 Intake�air�temperature�sensor�at�the�compressor�inlet�of�high-pressure�stage�2
19 Upstream�catalytic�converter
20 Low-pressure�exhaust-gas�recirculation�cooler
21 Vacuum�unit,�turbine�control�flap
22 High-pressure�stage�2�(variable�turbine�geometry)
46
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
B57�Super�engine,�stage�turbocharging
Index Explanation
1 High-pressure�exhaust-gas�recirculation
2 Blow-by�gas�pipe
3 Vacuum�unit�low-pressure�stage�bypass�flap
4 Exhaust�backpressure�sensor�upstream�of�exhaust�turbocharger
5 Low-pressure�exhaust-gas�recirculation�valve
6 Variable�turbine�geometry�exhaust�turbocharger,�high-pressure�stage�1
7 Variable�turbine�geometry�exhaust�turbocharger,�high-pressure�stage�2
8 Charge�air/coolant�heat�exchanger
9 Variable�turbine�geometry�controller,�high-pressure�stage�2
10 Vacuum�unit�compressor�switching�flap,�high-pressure�stage�2
47
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
11 Exhaust�manifold
12 Low-pressure�exhaust-gas�recirculation�cooler
13 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
14 NOx�sensor�before�the�SCR�catalytic�converter
15 Upstream�catalytic�converter
16 Exhaust�temperature�sensor�upstream�of�catalytic�converter
17 Exhaust�turbocharger,�low-pressure�stage�1
18 Wastegate�valve
19 Intermediate�heat�exchanger�for�charge�air�and�coolant
20 Vacuum�unit,�EGR�bypass�flap
6.3.2.�Components
High-pressure�stages
B57�Super�engine,�high-pressure�stages
48
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
1 Variable�turbine�geometry�controller,�high-pressure�stage�2
2 Exhaust�turbocharger,�high-pressure�stage�2�(variable�turbine�geometry)
3 Exhaust�turbocharger,�high-pressure�stage�1�(variable�turbine�geometry)
4 Variable�turbine�geometry�controller,�high-pressure�stage�1
5 Intake�air�temperature�sensor�at�the�compressor�inlet�of�high-pressure�stage�2
Turbocharger�speed High-pressure
High-pressure�stage�2
stage�1
Minimum�values�during�idling approx.�25,000�rpm Standstill
Maximum�values�at�full-throttle�acceleration approx.�210,000�rpm approx.�210,000�rpm
Difference�in�speed�in�high-pressure�stages approx.�5,000�rpm
High-pressure�stages�1�and�2�are�attached�at�the�top�at�the�exhaust�manifold�and�integrated�in
a�shared�housing.�In�case�of�repair,�the�two�high-pressure�stages�can�therefore�only�be�replaced
together.
High-pressure�stage�1�is�the�permanently�driven�exhaust�turbocharger.�High-pressure�stage 2�is
activatable�through�a�turbine�control�flap�integrated�in�the�turbine�housing.
High-pressure�stage�2�is�activated�by�virtue�of�the�following�measured�variables:
• Air�mass
• Engine�speed
The�DDE�actuates�the�following�vacuum�units�via�the�actuators:
• Turbine�control�flap�is�opened
• Compressor�activation�valve,�high-pressure�stage�2,�is�opened.
The�electrical�charging�pressure�controllers�of�the�two�high-pressure�stages�provide�an�especially
needs-based�form�of�control�through�the�variable�turbine�vane�geometry.�The�variable�turbine
geometry�exhaust�turbocharger�responds�even�at�low�exhaust�flows�and�is�optimally�adapted�to�the
exhaust�flow�by�adjusting�the�guide�vanes.
Electrical�variable�turbine�geometry�controllers
The�variable�turbine�geometry�controllers�of�the�high-pressure�stages�are�simple�controller�drives
(simple�controllers).�The�control�variables�are�adjusted�by�the�Digital�Diesel�Electronics�under
controlled�conditions�and�the�variable�turbine�geometry�controller�merely�implements�a�movement�to
adjust�the�guide�vanes.�For�activation�an�H-bridge�is�used�which�enables�the�motor�to�be�activated�in
the�opposite�direction.
Because�of�this,�the�variable�turbine�geometry�controllers�are�activated�with�a�positive�or�negative
pulse-width�modulated�signal.�The�positive�or�negative�pulse-width�modulated�signal�output�by�the
Digital�Diesel�Electronics�therefore�serves�as�the�activation�voltage�for�the�DC�motor�to�open�or�close
the�guide�vanes.�The�adjustment�speed�and�the�direction�of�movement�are�specified�via�the�duty�cycle
and�the�current�direction�(positive/negative)�respectively.
49
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Position�sensors�in�the�variable�turbine�geometry�controllers�report�the�actual�position�of�the�guide
vanes�to�the�Digital�Diesel�Electronics.
The�variable�turbine�geometry�controllers�have�the�following�connections:
• Positive�actuation,�DC�engine�(pulse-width�modulated�signal)
• Negative�actuation,�DC�engine�(pulse-width�modulated�signal)
• Voltage�supply,�position�sensor
• Ground�connection,�position�sensor
• Signal�line,�position�sensor
Temperature�sensor�at�the�compressor�inlet�of�high-pressure�stage�2
The�B57�Super�engine�has�an�additional�temperature�sensor�at�the�compressor�inlet.�It�serves�as
component�protection�and�can�detect�overheating�of�high-pressure�stage�2.
In�the�operating�range�up�to�approx.�2,800 rpm�the�turbine�control�flap�closes�and�high-pressure
stage 2�is�deactivated.�Leakage�in�the�vacuum�system�may�prevent�the�turbine�control�flap�from�fully
closing,�so�that�exhaust�gas�will�flow�onto�the�turbine�wheel.�Because�of�the�resulting�compressor
operation,�the�air�taken�in�by�the�compressor�is�compressed�and�heated.�The�resulting�charging
pressure�is�too�low�to�open�the�compressor�activation�valve,�so�that�the�heated�compressed�air�cannot
flow�out;�in�this�case�high-pressure�stage 2�overheats.
To�prevent�this,�the�Digital�Diesel�Electronics�(DDE)�register�the�air�temperature�via�the�temperature
sensor�at�the�compressor�inlet.�If�the�temperature�exceeds�185°C,�the�engine�protection�function�in
the�DDE�is�activated�and�power�reduction�occurs.
Low-pressure�stages
B57�Super�engine,�low-pressure�stages
Index Explanation
A Low-pressure�stage�1
B Low-pressure�stage�2
50
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Turbocharger�speed Low-pressure
Low-pressure�stage�2
stage�1
Minimum�values�during�idling approx.�5,000�rpm approx.�5,000�rpm
Maximum�values�at�full-throttle�acceleration approx.�160,000�rpm approx.�160,000�rpm
Difference�in�speed�in�low-pressure�stages approx.�1,000�rpm
To�improve�the�response�characteristics�of�the�large�low-pressure�stage�of�the�N57TU�Super�engine,
the�B57�Super�engine�has�two�smaller,�permanently�driven�exhaust�turbochargers.�The�lower�inertia
torques�improve�the�response�characteristics�of�the�low-pressure�stages�at�low�engine�speeds,
through�a�faster�engine�speed�build-up�and�charging�pressure�build-up.
The�two�low-pressure�stages�are�arranged�in�series�with�the�high-pressure�stages�and�attached�at�the
bottom�of�the�exhaust�manifold.�Low-pressure�stage 1�also�accommodates�the�wastegate�valve.
In�contrast�to�the�high-pressure�stages,�the�low-pressure�stages�on�the�compressor�side�are
additionally�cooled�by�coolant�from�the�high-temperature�coolant�circuit.�Like�the�exhaust
turbocharger�shafts�of�the�high-pressure�stages,�those�of�the�low-pressure�stages�are�also�mounted
with�plain�bearings.
Low-pressure�stage�bypass�flap
B57�Super�engine,�low-pressure�stage�bypass�flap
The�low-pressure�stage�bypass�flap�has�the�following�tasks:
51
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
• Closed�bypass�flap
- Exhaust�gas�from�the�low-pressure�exhaust-gas�recirculation�is�conducted�into�the�clean�air
pipe
• Bypass�flap�open
- Improvement�of�the�dynamics�at�high�load�request�(full�load),�from�idle.
The�exhaust�gas�of�the�low-pressure�exhaust-gas�recirculation�is�fed�via�the�housing�of�the�low-
pressure�stage�bypass�directly�into�the�clean�air�pipe�and�to�the�clean�air�(following�graphic A).�In�the
engine�operating�range�with�low-pressure�exhaust-gas�recirculation�control�the�low-pressure�stages
are�not�bypassed;�the�bypass�flap�is�closed.�The�reason�is�that,�at�high�load�requests�(full�load),�no
exhaust�gas�is�fed�back�via�the�low-pressure�exhaust-gas�recirculation�branch.
B57�Super�engine,�low-pressure�stage�bypass�flap�function
Index Explanation
A Closed�bypass�flap
B Bypass�flap�open
C Purified�air
D Cooled�exhaust�gas�of�the�low-pressure�exhaust-gas�recirculation
E Mixture�of�clean�air�and�cooled�exhaust�gases�from�the�low-pressure�exhaust-
gas�recirculation
F Mixture�of�cooled�charge�air�and�cooled�exhaust�gases�from�the�low-pressure
exhaust-gas�recirculation
52
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
The�low-pressure�stage�bypass�flap�enables�faster�charging�pressure�build-up�from�idle�at�high�load
requests�(full�load).�Through�opening�of�the�bypass�flap�the�clean�air�is�directly�suctioned�from�the
clean�air�pipe�of�high-pressure�stage 1�and�compressed�(graphic�B).�The�low-pressure�stages�are
then�bypassed�until�they�can�build�up�a�pressure�ratio�by�themselves.�This�reduces�the�vacuum�in�the
intake�area�for�high-pressure�stage 1,�which�shortens�the�intake�path�considerably�and�improves�the
dynamics�of�the�charging�pressure�build-up.
The�vacuum�unit�opens�the�low-pressure�stage�bypass�flap�under�vacuum�pressure.
Charging�pressure�sensor�between�high-�and�low-pressure�stages
The�charging�pressure�sensor�is�installed�between�the�high-pressure�and�low-pressure�stages�on�the
housing�of�the�low-pressure�stage�bypass�and�transmits�the�charging�pressure�present�to�the�Digital
Diesel�Electronics.�The�moment�to�open�the�wastegate�valve�is�accurately�determined�on�the�basis�of
the�measured�value�to�reduce�the�maximum�low-pressure�stage�charging�pressure.
Turbine�control�flap
B57�Super�engine,�turbine�control�flap
The�turbine�control�flap�opens�the�flow�duct�on�the�exhaust�side�from�the�exhaust�manifold�to�high-
pressure�stage 2.�As�of�approx.�2,800 rpm�the�turbine�control�flap�opens,�cutting�in�high-pressure
stage 2.
The�vacuum�unit�closes�the�turbine�control�flap�in�the�case�of�a�vacuum.
53
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Compressor�switching�flap,�high-pressure�stage�2
B57�super�engine,�compressor�changeover�valve,�high-pressure�stage�2
The�compressor�activation�valve�downstream�from�high-pressure�stage 2�seals�the�charge�air�line�to
the�charge�air�heat�exchanger.�This�is�necessary�as�in�operation�with�only�high-pressure�stage�1�the
compressed�air�could�flow�back�via�high-pressure�stage�2�to�the�intake�area�of�high-pressure�stage�1.
The�vacuum�unit�opens�the�compressor�activation�valve�in�the�case�of�a�vacuum.
At�high�engine�speeds�and�load�conditions,�the�bypass�flap�may�be�pushed�open�in�the�direction�of
flow�by�the�charging�pressure�of�high-pressure�stage�2�in�the�event�of�a�failure�of�the�vacuum�system.
54
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Wastegate�valve
B57�Super�engine,�wastegate�valve
The�wastegate�valve�increasingly�opens�to�prevent�excessively�high�charging�and�turbine�pressures.
A�portion�of�the�exhaust�gas�is�fed�via�the�wastegate�valve�past�the�turbine�of�low-pressure�stage�1.
As�the�two�low-pressure�stages�are�arranged�in�parallel,�the�wastegate�valve�reduces�the�exhaust�flow
from�both�low-pressure�stages.
The�vacuum�unit�opens�the�wastegate�valve�when�a�vacuum�is�present�and�can�be�variably�adjusted.
Charge�air�cooling
Because�of�the�compression�operation�of�the�high-�and�low-pressure�stages�the�charge�air
temperature�sharply�increases.�This�has�an�essential�influence�on�combustion�and�therefore�on�engine
efficiency.�So�that�the�charge�air�available�at�the�end�of�the�turbocharger�routing�is�not�heated�too
greatly,�charge�air�cooling�occurs�in�two�stages.�To�ensure�more�effective�charge�air�cooling,�on�the
B57�Super�engine�the�coolant-cooled�charge�air�coolers�are�larger�compared�with�the�N57TU�Super
engine.
The�clean�air�compressed�and�heated�by�the�low-pressure�compressors�is�additionally�cooled�in�a�1st
stage�by�the�charge�air�intermediate�cooler.
55
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
B57�Super�engine,�charge�air-coolant�intermediate�heat�exchanger
This�pre-cooled�and�pre-compressed�charge�air�is�then�compressed�by�the�high-pressure�stages�to
the�target�charging�pressure�and�further�heated.�To�attain�a�high�charging�pressure�at�a�reasonable
charge�air�temperature,�the�charge�air�is�cooled�by�the�charge�air�cooler�in�a�2nd�stage.�With�this�type
of�charge�air�cooling,�efficient�cooling�is�possible�with�a�low�space�requirement.
B57�Super�engine,�charge�air-coolant�heat�exchanger
56
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
In�contrast�to�the�N57TU�Super�engine,�the�charge�air�coolers�have�been�enlarged�in�their�dimensions;
this�allowed�the�cooling�power�to�be�increased.�The�following�table�provides�an�overview�of�the�charge
air�temperatures�occurring�in�the�charge�air�path.
In�case�of�exhaust�turbocharger�damage,�all�components�of�the�intake�air�and�exhaust�emission
system�must�be�inspected�for�foreign�matter,�damage�and�functioning�and�replaced�if�necessary.
To�exclude�the�possibility�that�a�faulty�crankcase�ventilation�has�impaired�the�oil�supply�to�the�exhaust
turbocharger�and�caused�the�exhaust�turbocharger�damage,�a�functional�check�may�have�to�be
performed�on�the�crankcase�ventilation.
6.3.3.�Charging�pressure�control
Accumulation�of�setpoint�value�for�charging�pressure
The�operating�characteristics�of�an�exhaust�turbocharger�can�be�described�in�a�characteristic�map,
which�is�defined�via�the�charging�pressure�and�air�flow�rate.�The�following�factors�limit�the�operating
characteristics�of�an�exhaust�turbocharger:
57
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
• Maximum�compressor�speed
• Choke�limit
• Pump�limit.
The�choke�limit�is�reached�if�the�velocity�of�sound�is�reached�at�the�compressor�inlet�as�a�result�of�a
very�low�cross-section�and�a�further�increase�in�the�air�flow�rate�is�thus�no�longer�possible.
The�pump�limit�is�reached�if�the�flow�eases�as�a�result�of�a�very�low�volumetric�flow�and�excessive
pressure�ratios�of�the�compressor�guide�vanes�and�the�already�compressed�air�flows�back�through
the�exhaust�turbocharger.�This�behaviour�causes�extreme�noise�emissions,�("pumping")�and�high
component�stress.
The�aim�in�the�accumulation�of�the�setpoint�value�is�not�to�exceed�these�operating�limits�through�a
suitable�design�and�programming�of�the�DDE.
Model-based�charging�pressure�control
The�charging�pressure�control�is�executed�by�a�model-based�pre-control�(MBC�=�Model�Based�Boost
Control).�This�means�that�all�criteria�for�the�most�efficient�and�dynamic�build-up�of�charging�pressure
possible�are�calculated�in�a�complex�calculation�model.�The�required�control�values�are�thus�forwarded
on�to�the�charging�pressure�controllers�quickly�and�directly.
Furthermore,�in�this�model,�all�operating�and�ambient�conditions�are�taken�into�consideration,�meaning
that�correction�characteristic�maps�in�the�DDE�can�be�omitted.�Charging�pressure�control�deviations
are�recognised�by�the�DDE�immediately�and�adjusted.
6.3.4.�Control�strategy
Simplified�diagram
For�optimal�turbocharging�over�the�entire�operating�range�of�the�engine,�the�different�controllers�are
actuated�by�the�Digital�Diesel�Electronics�(DDE).�There�is�a�flowing�transition�between�the�switching
points.�A�hysteresis�also�ensures�that�there�is�no�nervous�switching�back�and�forth�at�the�switching
points.
The�(greatly�simplified)�diagrams�show�the�different�switch�positions�of�the�multi-stage�turbocharging
at�full�load.
58
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
B57�Super�engine,�simplified�schematic�diagram�of�turbocharging
Index Explanation
A High-pressure�stage�1
B High-pressure�stage�2
C Low-pressure�stage�1
D Low-pressure�stage�2
1 Low-pressure�stage�bypass�flap
2 Charge�air�intercooler
3 Compressor�switching�flap,�high-pressure�stage�2
4 Charge�air�cooler
5 Turbine�control�flap,�high-pressure�stage�2
6 Variable�turbine�geometry�controller,�high-pressure�stage�1
7 Variable�turbine�geometry�controller,�high-pressure�stage�2
8 Wastegate�valve,�low-pressure�stage�1
59
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Operating�ranges
The�following�diagram�shows�the�operating�ranges�of�the�B57�Super�engine�turbocharging�under�full
load.�The�diagram�refers�to�the�effective�mean�pressure�in�the�cylinder�for�the�engine�speed.
B57�Super�engine,�engine�characteristic�map,�turbocharging
Index Explanation
A Operating�range�1
B Operating�range�2
C Operating�range�3
D Operating�range�4
P�[bar] Effective�mean�pressure�in�the�cylinder
n�[rpm] Engine�speed�in�revolutions�per�minute
60
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Components Operating Operating Operating Operating
range�1 range�2 range�3 range�4
Bypass�flap,
Open�(dynamic,
low-pressure Closed Closed Closed
at�high�loads)
stages
Compressor
activation�valve,
Closed Closed Open Open
high-pressure
stage�2
Turbine�control
flap,
Closed Closed Open Open
high-pressure
stage�2
Wastegate�valve,
low-pressure Closed Closed Closed Controlled
stages
Charging�pressure
actuator,
Controlled Controlled Controlled Controlled
high-pressure
stage�1
Charging�pressure
High-pressure High-pressure
actuator,
stage�2 stage�2 Controlled Controlled
high-pressure
standstill standstill
stage�2
Operating�range�1
Engine�speed Idle�up�to�approx.�1,800�rpm
Flap�position • Low-pressure�stage�bypass�flap�briefly�opens�only�at
high�load�request�from�idle�and�is�otherwise�closed
• Compressor�activation�valve,�high-pressure�stage�2�is
closed
• Turbine�control�flap,�high-pressure�stage�2,�is�closed
• Wastegate�valve�is�closed.
VNT�control • High-pressure�stage�1
- Guide�vanes�closed
- Guide�vanes�open�steadily.
• High-pressure�stage�2
- High-pressure�stage�2�is�not�involved�in�the
turbocharging.
Description�of�the�exhaust�flow The�exhaust�flow�is�fed�via�the�turbine�wheels�of�high-
pressure�stage�1�and�the�low-pressure�stages.
61
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Engine�speed Idle�up�to�approx.�1,800�rpm
Description�of�the�charging High-pressure�stage�1�and�the�two�low-pressure�stages
charge�the�engine.�The�low-pressure�stages�are�bypassed
depending�on�the�load�request.
Operating�characteristics The�low-pressure�compressors�are�bypassed�at�high�load
requirements�until�they�can�establish�a�pressure�ratio�by
themselves.�This�reduces�the�vacuum�in�the�intake�area�for
the�high-pressure�compressor�and�creates�a�quicker�build�up
of�charging�pressure.
Better�acceleration�can�be�achieved�from�standstill�by
bypassing�the�low-pressure�stage�and�the�so-called�"turbo
lag"�prevented.
Diagram
62
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Operating�range�2
Speed�of�rotation Up�to�approx.�2,800�rpm
Flap�position • Low-pressure�stage�bypass�flap�is�closed
• Compressor�activation�valve,�high-pressure�stage�2�is
closed
• Turbine�control�flap,�high-pressure�stage�2,�is�closed
• Wastegate�valve�is�closed.
Variable�turbine�geometry�control • High-pressure�stage�1
- Guide�vanes�open�steadily.
• High-pressure�stage�2
- High-pressure�stage�2�is�not�yet�involved�in�the
turbocharging.
Description�of�the�exhaust�flow The�exhaust�flow�is�fed�via�the�turbine�wheels�of�high-
pressure�stage�1�and�the�low-pressure�stages.
63
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Speed�of�rotation Up�to�approx.�2,800�rpm
Description�of�the�charging The�clean�air�is�compressed�by�the�low-pressure�stages
and�high-pressure�stage�1.�With�rising�engine�speed�the
proportion�of�the�low-pressure�stage�increases.
Operating�characteristics As�the�engine�speed�increases,�the�exhaust�flow�increases,�so
that�the�low-pressure�stages�deliver�more�and�more�charging
pressure.�The�low-pressure�stages�deliver�in�this�range�at
medium�power.
In�this�range,�high-pressure�stage�1�gradually�approaches�its
power�and�choke�limits,�with�the�guide�vanes�opening.
Diagram
64
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Operating�range�3
Variable�turbine�geometry�control • High-pressure�stage�1
- In�this�operating�range�the�guide�vanes�are
controlled�as�required.
• High-pressure�stage�2
- In�this�operating�range�the�guide�vanes�are
controlled�as�required.
Description�of�the�exhaust�flow In�this�operating�range�the�turbine�control�flap�opens�and
releases�the�exhaust�gas�for�the�turbine�of�high-pressure
stage 2.�The�exhaust�flow�is�fed�via�the�turbines�of�the�low-
pressure�stages�as�well�as�via�high-pressure�stages�1�and�2.
65
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Speed�of�rotation From�approx.�2,800 rpm
Description�of�the�charging The�clean�air�is�precompressed�by�the�low-pressure�stages.
The�compressor�activation�valve�of�high-pressure�stage 2
opens�and�from�this�point�on�the�engine�is�charged�by�both
high-pressure�stages.�If�this�were�not�to�occur,�the�volumetric
flow�of�the�charge�air�would�be�limited.
Operating�characteristics The�two�high-pressure�stages�adjust�the�maximum�charging
pressure.�They�ensure�the�sufficient�supply�of�charge�air�until
the�maximum�engine�speed�is�reached.�As�the�engine�speed
and�load�increase,�the�low-pressure�stages�increasingly
approach�their�maximum�performance�level.
Diagram
66
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Operating�range�4
VNT�control • High-pressure�stage�1
- Guide�vanes�open�steadily�until�they�are�fully�open
at�the�charging�pressure�limit.
• High-pressure�stage�2
- Guide�vanes�open�steadily�until�they�are�fully�open
at�the�charging�pressure�limit.
Description�of�the�exhaust�flow The�exhaust�flow�is�fed�via�the�turbines�of�the�two�high-
pressure�stages�as�well�as�via�the�two�low-pressure�stages.
To�limit�the�charging�pressure,�the�wastegate�valve�opens�as
required�and�the�exhaust�flow�is�conducted�past�the�two�low-
pressure�stages.
67
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Speed�of�rotation From�approx.�4,000 rpm�and�at�high�loads
Description�of�the�charging The�engine�is�charged�in�two�stages�by�the�high-pressure
and�low-pressure�turbochargers.�For�limiting�the�charging
pressure,�the�variable�turbine�geometry�controllers�of�the
high-pressure�stages�open�steadily.
Operating�characteristics In�this�operating�range,�the�charging�pressure�is�limited�to
the�maximum�value.�The�guide�vanes�are�first�opened�by
the�variable�turbine�geometry�controllers�and�the�flow�cross
section�thereby�enlarged.�After�the�guide�vanes�have�reached
the�control�limit,�a�further�reduction�in�charging�pressure�by
the�high-pressure�stages�is�no�longer�possible.
To�limit�the�charging�pressure�further,�the�wastegate�valve
opens�as�required.�The�exhaust�gases�are�conducted�past
the�turbines�of�the�low-pressure�stages,�which�reduces�the
output�of�the�exhaust�turbochargers.�This�limits�the�air�mass
and�therefore�the�charging�pressure.
Diagram
Charging�pressures
The�following�table�provides�an�overview�of�the�maximum�charging�pressures�of�the�BMW�diesel
engines�listed�below.
68
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
4-cylinder�engine Charging�pressure 6-cylinder�engine Charging�pressure
absolute�in�bar absolute�in�bar
N47TOP 3.0 B57D30O0 2.8
B47�OL 2.8 B57D30T0 3.25
B47C�TOP 3.1 N57D30S1 3.9
B47D�TOP 3.25 B57D30S0 4.05
6.3.5.�Emergency�operation�control
The�charging�pressure�control�is�also�monitored�by�the�engine�protection�function,�to�keep�the
engine�operational�in�the�event�of�failure�of�the�vacuum�system�or�a�line�discontinuity.�On�the�B57
Super�engine,�no�charging�pressure�control�is�possible�in�case�of�failure�of�the�vacuum�system;�for
emergency�operation�the�following�basic�settings�of�the�vacuum-controlled�actuators�are�approached:
Vacuum-controlled�actuator Basic�setting
Low-pressure�stage�bypass�flap Closed
Compressor�switching�flap,�high-pressure Closed
stage�2
Turbine�control�flap,�high-pressure�stage�2 Open
Wastegate�valve Closed
In�case�of�failure�of�the�vacuum�supply,�the�engine�would�be�constantly�charged�by�all�four�exhaust
turbochargers,�as�all�vacuum-controlled�actuators�have�the�basic�setting.�In�this�scenario�both�high-
pressure�stages�are�jointly�in�operation�also�in�the�bottom�engine�speed�range.�It�is�then�difficult�for
the�target�charging�pressure�of�up�to�approx. 2,800 rpm�to�be�attained,�as�the�volume�of�exhaust�gas
for�the�exhaust�turbochargers�is�insufficient.�The�engine�performance�is�reduced�to�a�non-critical
level,�to�protect�both�the�engine�and�the�exhaust�emission�system�from�overheating.�At�higher�engine
speeds�and�load�conditions,�the�charging�pressure�of�high-pressure�stage�2�presses�the�compressor
activation�valve�open�into�the�direction�of�flow.�In�this�case,�the�electrical�charging�pressure�controllers
of�high-pressure�stages�1�and�2�are�active�and�attempt�to�control�the�charging�pressure.
To�protect�the�engine�against�damage,�in�case�of�excessive�charging�pressures�the�engine
performance�is�reduced�to�a�non-critical�level.�To�this�end�the�DDE�enables�a�lower�fuel�injection�rate
and�thereby�significantly�reduces�the�engine�torque,�indeed�noticeably�so�for�the�driver.
Continued�driving�with�limited�engine�performance�is�nevertheless�possible.
6.4.�Exhaust�system
The�following�graphic�shows�the�exhaust�system�of�the�B57�Super�engine�in�the�BMW�G11/G12�with
exhaust�emission�standard�EURO�6.
69
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
B57�Super�engine,�exhaust�system�in�BMW�G11/G12
Index Explanation
1 Metal�bellows
2 Low-pressure�stage�2
3 V-clips
4 Broadband�oxygen�sensor�upstream�of�catalytic�converter�(universal�oxygen
sensor�5.1)
5 Exhaust�temperature�sensor�upstream�of�catalytic�converter
6 Low-pressure�stage�1
7 Rear�silencer
8 Service�separation�points
9 Exhaust�gas�restriction�flap
10 NOx�sensor�after�SCR�catalytic�converter
11 SCR�catalytic�converter
12 Exhaust�temperature�sensor�upstream�of�SCR�catalytic�converter
13 Exhaust-gas�temperature�sensor�upstream�of�diesel�particulate�filter
14 Connecting�flange�for�low-pressure�exhaust-gas�recirculation
70
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
15 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter�(LSU�5.1)
16 NOx�sensor�before�the�SCR�catalytic�converter
17 SCR�metering�module
18 Upstream�catalytic�converter
Because�of�the�two�low-pressure�stages,�the�exhaust�gases�are�relayed�to�the�catalytic�converter�near
the�engine�in�a�double�flow.�V-clips�and�sealing�rings�ensure�the�tightness�between�the�components.
The�catalytic�converter�and�low-pressure�stage 2�are�connected�by�metal�bellows�to�prevent�tension�at
installation�and�during�engine�operation.
6.4.1.�Exhaust�re-treatment
The�standard�version�of�the�B57�Super�engine�is�EURO�6;�EURO�5�(OE�161)�is�optionally�available
depending�on�the�market.
Depending�on�the�exhaust�emission�standards,�different�exhaust�re-treatment�systems�are�used�as
shown�in�the�following�overview.
Engine�variant Exhaust�re-treatment�system
B57D30S0�EURO�6 • High-pressure�exhaust-gas�recirculation
• Low-pressure�exhaust-gas�recirculation
• Upstream�catalytic�converter
- NSC�(NOX�storage�catalyst)
- Diesel�particulate�filter
• SCR
B57D30S0�EURO�5 • High-pressure�exhaust-gas�recirculation
• Low-pressure�exhaust-gas�recirculation
• Upstream�catalytic�converter
- Oxidation�catalytic�converter
- Diesel�particulate�filter
A�detailed�description�of�the�NSC�system�can�be�found�in�the�Product�Information�"B37/B47�engine".
A�description�of�the�SCR�system�is�available�in�the�Product�Information�"G11/G12�drive".
6.5.�Exhaust-gas�recirculation
The�B57�Super�engine�also�features�high-pressure�and�low-pressure�exhaust-gas�recirculation�to
increase�the�efficiency�of�the�turbochargers�and�therefore�of�the�overall�engine.�The�control�of�the
exhaust-gas�recirculation�as�well�as�the�arrangement�of�the�low-pressure�exhaust-gas�recirculation
components�has�been�adapted�to�the�B57 Super engine.
71
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
The�low-pressure�exhaust-gas�recirculation�allows�the�recirculation�of�exhaust�gas�even�at�higher�loads
and�the�reduction�of�nitrogen�oxides�over�a�large�engine�load�range.�The�exhaust�turbochargers�can
then�be�consistently�operated�at�high�efficiency.
B57�Super�engine,�overview�of�high-�and�low-pressure�EGR
Index Explanation
1 Housing�of�the�low-pressure�stage�bypass
2 Hose�between�low-pressure�exhaust-gas�recirculation�valve�and�low-pressure
stage�bypass�housing
3 Low-pressure�exhaust-gas�recirculation�valve
4 Hose�between�low-pressure�exhaust-gas�recirculation�cooler�and�low-pressure
exhaust-gas�recirculation�valve
5 Low-pressure�exhaust-gas�recirculation�cooler
6 Low-pressure�exhaust-gas�recirculation�cooler�coolant�connections
7 Intake�manifold
8 Electromotive�throttle�controller�with�path�feedback
9 Exhaust�temperature�sensor�downstream�of�high-pressure�exhaust-gas
recirculation
10 High-pressure�exhaust-gas�recirculation
72
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
6.5.1.�Exhaust-gas�recirculation�control
The�control�of�the�EGR�is�model-based,�the�same�as�charging�pressure�control�(MCC�=�Model-Based
Charge�Control).�An�EGR�characteristic�map�integrated�in�the�Digital�Diesel�Electronics�provides�the�air
mass�setpoint�values�which�correspond�to�the�current�engine�operation.�These�are�then�transferred�to
the�engine�operation�taking�into�consideration�the�physical�control�limits.
The�following�diagram�shows�the�distribution�of�the�overall�EGR�air�mass�flow�to�the�low-pressure
exhaust-gas�recirculation�branch.�In�the�bottom�and�middle�engine�speed�ranges�the�exhaust-gas
recirculation�is�controlled�jointly�by�the�high-�and�low-pressure�exhaust-gas�recirculation�systems,�so
that�the�necessary�exhaust�flow�will�always�be�available�to�the�exhaust�turbochargers�corresponding�to
the�operating�range�and�the�load�request.�In�the�upper�engine�speed�range,�a�sufficient�exhaust�flow�is
available;�here�the�exhaust-gas�recirculation�occurs�exclusively�through�the�high-pressure�exhaust-gas
recirculation.
EGR�is�deactivated�above�the�EGR�limit.�As�with�the�B57�engine,�the�maximum�EGR�rate�is
approx. 45%.
B57�Super�engine,�proportion�of�low-pressure�exhaust-gas�recirculation,
Index Explanation
M�[Nm] Engine�torque
Q�[mg/stroke] Fuel�injection�rate
N�[rpm] Engine�speed
A Range�with�high�and�low-pressure�exhaust-gas�recirculation
73
B57�Super�engine.
6.�Intake�air�and�exhaust�system.
Index Explanation
B Range:�only�high-pressure�exhaust-gas�recirculation
C Range:�no�exhaust-gas�recirculation
D EGR�limit
E Torque�curve
74
B57�Super�engine.
7.�Vacuum�supply.
The�vacuum�system�of�the�B57�Super�engine�has�been�simplified�compared�with�the�N57TU�Super
engine.�All�valves�(electric�changeover�valves,�pressure�converters)�required�for�vacuum�control�have
been�placed�on�the�vacuum�reservoir�to�save�space.
The�vacuum�system�is�noiselessly�ventilated�by�means�of�an�additional�electric�changeover�valve.�The
vibrating�sound�familiar�from�the�Nx7�and�Bx7�engines�when�the�engine�is�switched�off�is�therefore�no
longer�perceptible.
7.1.�System�overview
B57�Super�engine,�schematic�diagram�of�vacuum�supply
75
B57�Super�engine.
7.�Vacuum�supply.
Index Explanation
1 Electric�changeover�valve�for�bypass�flap�on�the�exhaust-gas�recirculation
cooler
2 Vacuum�unit�bypass�flap�on�the�exhaust-gas�recirculation�cooler
3 Electric�changeover�valve�for�switchable�engine�mount
4 Vacuum�unit,�switchable�engine�mount
5 Electropneumatic�pressure�converter�for�wastegate�valve
6 Vacuum�unit,�wastegate�valve
7 Brake�servo
8 Non-return�valve
9 Vacuum�pump
10 Throttle
11 Vacuum�reservoir
12 Electric�changeover�valve�for�vacuum�system�ventilation
13 Air�cleaner�for�vacuum�system�ventilation
14 Electric�changeover�valve�for�compressor�activation�valve,�high-pressure�stage
2
15 Vacuum�unit,�compressor�activation�valve,�high-pressure�stage�2
16 Electric�changeover�valve�for�turbine�control�flap,�high-pressure�stage�2
17 Vacuum�unit,�turbine�control�flap,�high-pressure�stage�2
18 Electric�changeover�valve�for�low-pressure�stage�bypass�flap
19 Vacuum�unit,�low-pressure�stage�bypass�flap
To�improve�the�thermal�operating�safety�of�the�vacuum�system,�the�black�vacuum�hoses�from
the�solenoid�valves�to�the�vacuum�units�of�the�charging�pressure�control�are�resistant�to�high
temperatures.�In�addition,�the�diagnosis�of�the�vacuum�system�is�facilitated�by�colour�coding�of�the
vacuum�hoses.
In�addition�to�the�vacuum�hoses,�the�vacuum�reservoir,�the�wiring�harness�pick-offs�towards�the
solenoid�valves�as�well�as�the�vacuum�units�have�been�colour�coded�at�the�corresponding�positions.
This�facilitates�installation�and�prevents�incorrect�assembly.
The�following�table�shows�the�colour-coded�vacuum�lines�and�the�corresponding�components.
Colour Components
Black Low-pressure�stage�bypass�flap
Black/white Compressor�activation�valve
Black/red Wastegate�valve
Black/blue Turbine�control�flap
Red/white EGR�bypass
76
B57�Super�engine.
7.�Vacuum�supply.
Colour Components
Red/blue Switchable�engine�mount
Black Vacuum�reservoir�supply
Vacuum�system�ventilation
Red Supply�to�electric�changeover�valves�and�pressure�converter
In�the�event�of�repairs,�vacuum�hoses�are�supplied�by�the�metre�and�therefore�without�coloured�marks
to�reduce�the�number�of�spare�part�variants.
For�this�reason,�in�repair�cases�label�the�vacuum�hoses�in�a�way�understandable�to�others�or�colour
code�accordingly�(e.g.�with�insulating�tape).
In�repair�operations�on�the�vacuum�system,�follow�the�current�repair�instructions.�Pay�particular
attention�to�the�chafe�marks,�pinched�areas�and�kinks.
Incorrectly�connected�vacuum�lines�in�the�turbocharger�group�may�cause�exhaust�turbocharger�and/or
engine�damage.
7.1.1.�Components
The�following�graphics�provide�an�overview�of�the�design�of�the�vacuum�system.
77
B57�Super�engine.
7.�Vacuum�supply.
B57�super�engine,�vacuum�reservoir�with�vacuum�supply
Index Explanation
1 Electro-pneumatic�pressure�converter
2 Colour�coding
3 Connection�for�vacuum�supply
4 Electric�changeover�valve,�compressor�switching�flap,�high-pressure�stage�2
5 Electric�changeover�valve,�bypass�flap,�high-pressure�exhaust-gas�recirculation
6 Electric�changeover�valve�for�switching�engine�mount
7 Electric�changeover�valve�turbine�control�flap
8 Electric�changeover�valve�for�low-pressure�stage�bypass�flap
9 Vacuum�supply�line�(red)�from�the�vacuum�distributor�to�the�T-piece
10 Vacuum�supply�line�(black)�from�the�vacuum�distributor�to�the�T-piece
11 Vacuum�distributor
78
B57�Super�engine.
7.�Vacuum�supply.
B57�super�engine,�vacuum�system
Index Explanation
A Low-pressure�stage�bypass�flap
B Wastegate�valve
C Bypass�flap,�high-pressure�exhaust-gas�recirculation
79
B57�Super�engine.
7.�Vacuum�supply.
B57�Super�engine,�vacuum�system
80
B57�Super�engine.
7.�Vacuum�supply.
Index Explanation
A Compressor�switching�flap,�high-pressure�stage�2
B Turbine�control�flap
C Switchable�engine�mount
7.1.2.�Ventilation�function
In�the�past,�the�ventilation�of�the�vacuum�system�has�been�perceived�as�an�unpleasant�vibrating
sound�when�the�engine�was�turned�off.�The�noise�came�from�the�clocked�activation�of�the�electric
changeover�valve�of�the�EGR�bypass�flap.�The�ventilation�reduces�the�vacuum�pressure�upstream�of
the�non-return�valve�of�the�brake�servo�and�thus�creates�a�pressure�difference�at�the�non-return�valve.
Because�of�this�pressure�difference,�the�non-return�valve�is�always�securely�closed.
In�the�absence�of�this�pressure�difference,�the�non-return�valve�might�remain�permanently�open.�The
vacuum�in�the�brake�servo�could�then�not�be�maintained�and�the�consequence�after�a�short�stationary
period�would�be�a�hard�brake�pedal.�In�automatic�transmission�vehicles,�this�would�prevent�engine
starting�with�a�low�brake�pedal�force�applied.
To�prevent�the�unpleasant�vibrating�sound�and�preserve�the�ventilation�function,�an�additional�electric
changeover�valve�is�employed�on�the�B57�Super�engine.�Selective�activation�after�engine�switch-off
allows�noiseless�ventilation.
B57�Super�engine,�vacuum�system�ventilation�function
81
B57�Super�engine.
7.�Vacuum�supply.
Index Explanation
1 T-piece
2 Vacuum�supply�line�(black)�from�the�vacuum�distributor�to�the�T-piece
3 Electric�changeover�valve�for�vacuum�system�ventilation
4 Air�cleaner�for�vacuum�system�ventilation
Non-return�valve,�brake�servo
Non-return�valve,�brake�servo
Index Explanation
1 Valve�disc
2 Pipe�to�the�vacuum�pump
3 Direction�arrow
4 Direction�of�flow
5 Connection�on�the�brake�servo
When�the�engine�is�not�running,�the�non-return�valve�prevents�release�of�vacuum�pressure�through�the
brake�servo.�Through�the�pipe�to�the�vacuum�pump�(2)�the�air�is�suctioned�via�the�valve�disc�(1)�from
the�brake�servo.�The�direction�arrows�(3)�indicate�the�direction�of�flow�(4).
82
B57�Super�engine.
7.�Vacuum�supply.
7.1.3.�Electric�changeover�valve
The�electric�changeover�valve�either�switches�the�vacuum�through�to�the�vacuum�unit�or�ventilates�the
latter.�It�is�not�an�infinitely�variable�control,�but�a�"black/white"�control.
The�following�components/functions�are�activated�by�the�electric�changeover�valves:
• Bypass�flap,�exhaust-gas�recirculation�cooler
• Switchable�engine�mount
• Ventilation�of�the�vacuum�system
• Compressor�activation�valve,�high-pressure�stage�2
• Turbine�control�flap,�high-pressure�stage�2
• Low-pressure�stage�bypass�flap.
7.1.4.�Electro-pneumatic�pressure�converter
The�electropneumatic�pressure�converter�uses�the�vacuum�in�the�system�and�the�ambient�pressure�to
create�a�control�pressure�(mixed�pressure),�which�it�then�applies�to�the�vacuum�unit.�This�enables�any
variable�position�between�opened�and�closed�to�be�set.�The�Digital�Diesel�Electronics�(DDE)�delivers
the�electrical�signal�on�which�the�control�pressure�setting�is�based.
The�following�components�are�activated�by�the�pressure�converter:
• Wastegate�valve,�low-pressure�stage�1.
7.1.5.�Vacuum�reservoir
The�vacuum�reservoir�makes�available�a�vacuum�of�approx.�600�cm³�and�thus�covers�a�short-term
larger�vacuum�requirement.�In�case�of�a�drop�in�vacuum�pressure�in�the�system,�the�vacuum-controlled
actuators�of�the�charging�pressure�control�can�then�continue�to�be�actuated.�Otherwise,�a�power
reduction�of�the�engine�could�result.
Such�a�drop�in�the�vacuum�system�can�occur�if�the�brake�booster�consumes�a�great�deal�of�partial
vacuum.�Without�this�vacuum�reservoir,�the�vacuum�pump�would�have�to�be�significantly�larger.
There�would�then�be�sufficient�vacuum�available�to�control�the�turbocharger�group�if�the�brake�servo
were�working�to�the�maximum.�However,�the�capacity�of�such�a�pump�would�only�be�required�very
rarely.�A�vacuum�reservoir�is�therefore�the�more�efficient�option�to�cover�the�maximum�partial�vacuum
requirement.
83
B57�Super�engine.
8.�Fuel�system.
The�fuel�system�is�made�up�of�the�fuel�supply�and�fuel�preparation�systems.�The�fuel�supply�system
includes�the�fuel�tank�with�all�the�add-on�parts,�the�fuel�lines�leading�to�the�engine�compartment�and
the�fuel�filter�with�the�fuel�filter�heating.
The�fuel�lines�in�the�engine�compartment�and�all�the�fuel�system�parts�on�the�engine�belong�to�the�fuel
preparation�system.
8.1.�Fuel�supply
The�fuel�supply�is�described�in�the�respective�Product�Information�for�the�vehicle�models.
It�is�essential�to�ensure�that�only�approved�fuel�(standardised�fuel)�is�used�in�the�vehicle.�The�complete
fuel�system�is�designed�for�approved�fuels�and�many�be�damaged�if�non-approved�fuels�are�used.
8.2.�Fuel�preparation
Repair�operations�on�the�fuel�system�must�proceed�with�the�utmost�cleanliness;�the�current�repair
instructions�must�therefore�always�be�followed.
84
B57�Super�engine.
8.�Fuel�system.
B57�Super�engine,�fuel�preparation
Index Explanation
1 Rail�pressure�sensor
2 Rail�(HFR�25)
3 Pressure�control�valve
4 Leakage�oil�line
5 Injector�(CRI�3.25)
6 Return�line
7 Reverse�throttle
8 High�pressure�pump�(CP�4.2–25)
9 Fuel�pressure�and�fuel�temperature�sensor
85
B57�Super�engine.
8.�Fuel�system.
Index Explanation
10 Fuel�quantity�control�valve
11 Fuel�feed
12 Fuel�return�line
13 High�pressure�lines
The�common�rail�system�(CRS)�3.25�with�a�maximum�system�pressure�of�2,500 bar,�familiar�from�the
B57D30O0/T0�engines,�has�been�overhauled�and�adjusted�to�the�requirements�of�the�B57�Super
engine.
The�adaptations�to�the�high�pressure�pump�and�to�the�injectors�were�necessary�in�order�to�allow�an
increase�in�the�fuel�pressure�to�as�much�as�2,700 bar�under�certain�engine�operating�conditions.�The
fuel�can�then�be�continually�injected�in�sufficient�amounts�and�with�a�sufficient�atomisation�quality.
This�higher�fuel�injection�pressure�is�an�essential�factor�for�reducing�the�nitrogen�oxide�and�particulate
raw�emissions�from�the�engine.
8.2.1.�Overview�of�common�rail�systems
B57D30O0
N57D30T1 N57D30S1 B47D20T0 B57D30S0
B57D30T0
High
pressure CP�4.2 CP�4.2 CP�4.1�H CP�4.2 CP�4.2
pump
Injectors CRI�3.20 CRI�3.22 CRI�3.25 CRI�3.25 CRI�3.25
Injectors
Piezo Piezo Piezo Piezo Piezo
Technology
Highest
passenger
2000 bar 2200 bar 2500 bar 2500 bar 2700 bar
Fuel�injection
pressure
Minimum
spraying 300�µs 200�µs 150�µs 150�µs 150�µs
distance
Maximum
Quantity 8 8 8 8 8
injections
8.2.2.�High�pressure�pump�CP�4.2/25
The�high�pressure�pump�of�the�B57�Super�engine�has�undergone�a�modification�of�the�cam�lift�from
7.0 mm�(B57D3O0/T0)�to�7.5 mm�to�increase�the�fuel�quantity.
86
B57�Super�engine.
8.�Fuel�system.
8.2.3.�CRI�3.25�injectors
A�central�element�of�the�CRS�3.25�is�quick-switching�piezo�injectors�that�at�all�times�inject�the�optimal
fuel�quantity�into�the�cylinders�for�clean�and�economical�combustion.�The�increase�in�the�maximum
system�pressure�to�as�much�as�2,700 bar�necessitated�adaptations�to�the�injectors,�implemented
through�the�following�measures:
• Greater�material�strength�of�the�nozzle�body
• Weight-optimisation�of�the�moving�masses
• Optimisation�of�the�hydraulic�efficiency.
Injection�quantity�compensation�(IQC)
Injection�quantity�compensation,�piezo�injectors
Index Explanation
1 Seven-position�code�(compensation�value)
2 Injector�voltage�compensation
On�account�of�the�tolerance�when�the�injectors�are�manufactured,�the�fuel�quantity�actually�injected
deviates�slightly�from�the�fuel�quantity�calculated.�This�deviation�is�determined�after�each�injector�is
produced�at�various�operating�points�by�means�of�measurements.�An�adjustment�value�(IQC�code)
is�created�for�each�injector�from�these�measurements.�The�Digital�Diesel�Electronics�uses�these
adjustment�values�to�make�minor�corrections�to�the�calculated�fuel�injection�rate�and�thereby�reduces
the�cylinder-specific�deviation.
As�with�the�hydraulic�tolerances,�for�the�piezo�injectors,�additional�information�about�the�stroke
behaviour�of�the�piezo�element�is�added.�This�is�a�separate�classification�for�the�injector�voltage
compensation.�This�information�is�needed�due�to�the�individual�voltage�requirement�of�each�injector.
87
B57�Super�engine.
8.�Fuel�system.
When�injectors�are�exchanged,�it�must�be�ensured�that�the�alphanumeric�code�printed�on�each�injector
is�assigned�to�the�correct�cylinder�in�the�Digital�Diesel�Electronics�(DDE).
88
B57�Super�engine.
9.�Engine�electrical�system.
9.1.�System�wiring�diagram
The�following�overview�shows�the�system�wiring�diagram�for�the�B57�Super�engine.
89
B57�Super�engine.
9.�Engine�electrical�system.
B57�Super�engine,�system�wiring�diagram
90
B57�Super�engine.
9.�Engine�electrical�system.
Index Explanation
1 Temperature�sensor�(internal�control�unit)
2 Digital�Diesel�Electronics�DDE�8.32
3 Ambient�pressure�sensor�(internal�control�unit)
4 Ground�connection
5 Fuel�filter,�heating
6 Integrated�supply�module
7 Body�Domain�Controller
8 Starter�motor
9 IBS�(intelligent�battery�sensor)
10 Active�air�flap�control
11 Electric�fan
12 SCR�control�unit
13 Relay�for�electric�fan
14 Fuel�pump�control�module
15 Electric�fuel�pump�(three-phase�current�pump,�low�pressure�circuit)
16 Exhaust�gas�restriction�flap
17 Electric�coolant�pump�(low-temperature�cooling�system)
18 Electric�changeover�valve�for�low-pressure�stage�bypass�flap
19 Electric�changeover�valve�for�turbine�control�flap,�high-pressure�stage�2
20 Electric�changeover�valve�for�compressor�activation�valve,�high-pressure�stage
2
21 Electropneumatic�pressure�converter�for�wastegate�valve
22 Charging�pressure�controller,�high-pressure�stage�1�(variable�turbine
geometry)
23 Charging�pressure�controller,�high-pressure�stage�2�(variable�turbine
geometry)
24 Fuel�quantity�control�valve
25 Rail�pressure�regulating�valve
26 Electric�changeover�valve�for�bypass�flap�of�the�high-pressure�exhaust-gas
recirculation�cooler
27 Central�valve,�piston�cooling
28 Map-controlled�valve,�oil�pump
29 Electric�changeover�valve�for�switchable�engine�mount
30 Electric�changeover�valve�for�vacuum�system�ventilation
31 Piezo�injectors,�cylinders�1-�6
32 Glow�elements,�cylinders�1-�6
91
B57�Super�engine.
9.�Engine�electrical�system.
Index Explanation
33 Broadband�oxygen�sensor�upstream�of�catalytic�converter�near�engine�(LSU
5.1)
34 Broadband�oxygen�sensor�downstream�of�diesel�particulate�filter�(LSU�5.1)
35 Crankshaft�sensor
36 Camshaft�sensor
37 Charging�pressure�sensor�between�high-�and�low-pressure�stages
38 Charging�pressure�sensor
39 Exhaust�gas�pressure�sensor�(exhaust�manifold)
40 Combustion�chamber�pressure�sensor
41 Differential�pressure�sensor�on�the�diesel�particulate�filter
42 Differential�pressure�sensor�at�low-pressure�exhaust-gas�recirculation�module
(SENT)
43 Fuel�pressure�sensor�and�fuel�temperature�sensor
44 Rail�pressure�sensor
45 Hot�film�air�mass�meter�(HFM�8/SENT)
46 Oil-level�sensor�(Pulse�3)
47 Oil�pressure�switch
48 Oil�pressure�sensor
49 Exhaust�temperature�sensor�upstream�of�catalytic�converter�near�engine
50 Exhaust-gas�temperature�sensor�upstream�of�diesel�particulate�filter
51 Exhaust�temperature�sensor�downstream�of�high-pressure�exhaust-gas
recirculation
52 Exhaust�temperature�sensor�downstream�of�low-pressure�exhaust-gas
recirculation
53 Exhaust�temperature�sensor�upstream�of�SCR�catalytic�converter
54 Intake�air�temperature�sensor�in�the�compressor�inlet�of�high-pressure�stage�2
55 Charge-air�temperature�sensor
56 Coolant�temperature�sensor�(high-temperature�coolant�circuit)
57 Coolant�temperature�sensor�(low-temperature�cooling�system)
58 High-pressure�exhaust-gas�recirculation�valve�with�path�feedback
59 Low-pressure�exhaust-gas�recirculation�valve�with�path�feedback
60 Electromotive�throttle�controller�with�path�feedback
61 Electrical�swirl-flap�controller�with�path�feedback
92
B57�Super�engine.
9.�Engine�electrical�system.
Index Explanation
62 Accelerator�pedal�module
63 Diagnostic�socket�(OBD)
64 Sensor�CAN�(NOx�sensors)
65 Alternator
For�design�reasons,�the�B57�Super�engine�can�dispense�with�the�blow-by�heater�for�the�cold-climate
version�(OE 842),�in�contrast�to�the�B57D30O0/T0.
9.2.�Digital�Diesel�Electronics
The�B57�Super�engine�too�comes�with�Digital�Diesel�Electronics�in�the�8th�generation�from�Bosch,
with�the�following�features:
• Control�unit�operating�system�for�petrol�and�diesel�engines
• 6�modular�plugs�with�a�total�of�254�pins
• Nano�MQS�plug-in�contacts�(Micro�Quadlock�System)
• Preheating�control�integrated�in�the�Digital�Diesel�Electronics.
Digital�Diesel�Electronics�DDE�8.32
93
B57�Super�engine.
9.�Engine�electrical�system.
Index Explanation
1 Control�unit�Digital�Diesel�Electronics�DDE�8.32
2 Module�100,�vehicle�connection,�54�pins
3 Module�200,�sensors�and�actuators�1,�64�pins
4 Module�300,�sensors�and�actuators�2,�64�pins
5 Module�400,�preheating�control,�24�pins
6 Module�500,�DDE�supply,�24�pins
7 Module�600,�injection,�24�pins
The�short�designation�DDE�8.32�is�explained�in�the�following�table:
Abbreviation Meaning
DDE Digital�Diesel�Electronics
8 Control�unit�generation
3 Common�rail�injection�system�with�piezo�injectors
(even�number�=�solenoid�valve�injector,�odd�number�=�piezo�injector)
2 Hardware�version
Measurements�on�the�control�unit�may�only�be�carried�out�using�measuring�procedures�permitted�by
BMW.�Use�of�the�incorrect�tools,�such�as�measuring�probes,�can�damage�the�plug-in�contacts.
For�repair�work�to�the�nano�MQS�plug-in�contacts,�please�note�the�current�repair�instructions.
9.3.�Sensors
Sensors�and�actuators�are�already�familiar�from�the�B57�engine�and�are�therefore�not�described�in
detail�in�this�documentation.
9.3.1.�Differential�pressure�sensor
On�the�B57�Super�engine,�the�employed�differential�pressure�sensors�differ�in�version.�The�following
graphic�shows�the�two�sensors�and�their�assignment.
94
B57�Super�engine.
9.�Engine�electrical�system.
B57�Super�engine,�differential�pressure�sensors
Index Explanation
1 Differential�pressure�sensor,�diesel�particulate�filter
2 Differential�pressure�sensor,�low-pressure�exhaust-gas�recirculation
The�following�table�shows�the�differences�between�the�two�sensors.
95
B57�Super�engine.
9.�Engine�electrical�system.
Session EGP4 EGP4�SENT
Signal [V] Analogue�signal SENT�interface
0.875�–�4.5
Insert Diesel�particulate�filter Low-pressure�exhaust-
gas�recirculation
Connections 3 3
Voltage�supply Voltage�supply
Ground Ground
Signal�voltage SENT
Differential�pressure�sensor,�diesel�particulate�filter
The�Digital�Diesel�Electronics�(DDE)�use�the�signals�of�the�differential�pressure�sensor�to�control
the�diesel�particulate�filter�regeneration.�The�differential�pressure�sensor�measures�the�difference
between�two�absolute�pressures,�the�differential�pressure.�The�measurement�occurs�upstream�of�and
downstream�from�the�diesel�particulate�filter.�If�the�differential�pressure�exceeds�a�predefined�value,
the�load�status�of�the�diesel�particulate�filter�will�be�exceeded�and�the�regeneration�will�start.
Differential�pressure�sensor,�low-pressure�exhaust-gas�recirculation
The�differential�pressure�sensor�of�the�low-pressure�exhaust-gas�recirculation�registers�the�following
pressures:
• Exhaust�gas�pressure�upstream�of�the�low-pressure�exhaust-gas�recirculation�cooler
• Intake�air�pressure�(pressure�between�air�cleaner�and�compressor�in�the�compressor�bypass
housing).
In�the�differential�pressure�sensor,�both�pressures�are�used�to�form�the�low-pressure�exhaust-gas
recirculation�differential�pressure.�In�addition�to�the�determined�differential�pressure,�the�intake�air
pressure�of�the�DDE�is�also�reported�as�a�relative�pressure.�The�DDE�requires�this�pressure�value�to
control�the�low-pressure�exhaust-gas�recirculation�and�the�exhaust�flap.
The�SENT�interface�is�used�to�transmit�the�differential�pressure�and�the�intake�air�pressure�to�the�DDE.
This�allows�transmission�of�two�measured�variables�with�no�change�in�the�number�of�lines.
96
Bayerische�Motorenwerke�Aktiengesellschaft
Händlerqualifizierung�und�Training
Röntgenstraße�7
85716�Unterschleißheim,�Germany