M57 COMMON RAIL, POOR PERFORMANCE / LACK OF

POWER

Currently there are 3 BMW Common rail Diesel engines M57 (6 cyl), M47/tu (4 cyl) and
M57/tu (6 cyl).

M57 = E39 525d From 02/00

= E39 530d From 09/98

= E46 330d From 09/99-03/03

= E53 X5 3.0d From Start of production

M47/tu = E46 320d Comp From 09/01

= E46 320d saloon From 09/01

M57/tu = E46 330d From 03/03

= E65 730d From 03/03

= E60 530d Expected with Launch

The M57 engine has the first generation of Common rail also referred to as CP 1

The M47/tu and M57/tu are of the second-generation Common rail systems also
known as CP3.2.

It should be noted that the main operating principles of the engine are the same
between the first and second generations. The way in which the turbo works and the
general layout of the engine is the same. The fuel systems have differences.

In this guide we concentrate on the M57 engine, which has the first generation
Common rail fuel system.

Please first check the latest info available on TIS, TIC and PuMA as this is always
subject to change. A search in PuMA should be conducted by entering the following
fields only; Drive Train / Engine and Engine variant for example M57/M57/tu or
M47/M47/tu (all engine variants of one family should be selected). This should then
provide information to cover all groups 11,12,13 and 16 related.

Section 1 Fuel system and pre-supply

 Fig 1 M57 fuel circuit schematic

Functional Description:

The HPP (High pressure pump) has no timing and is driven via the timing chain, in one
revolution of the pump all 3 pistons of the HPP have carried out one stroke.
This pump can produce over 350 bar @ 250rpm.

The Rail pressure control valve is activated via the DDE with varied pulse width
modulation.

When this valve is activated the HPP creates fuel pressure in the Common rail, when
the activation of this valve is reduced the fuel pressure is dispersed into the fuel return
line.
This means that the DDE can vary the fuel rail pressure from 350 (for starting and at
idle speed) and 1350 bar (at full load and high engine speed).
If the rail pressure control valve is electronically disconnected the engine will not run at
all as the DDE needs >250 bar in the fuel / common rail for the engine to start.

The rail pressure control valve has a mechanical sprung pressure of 100 bar, this
ensures that the fuel system maintains a residual pressure to assist starting.

The injectors are then switched / pulsed via the DDE.

1. Pre-supply fuel pressure :

The fuel pre -supply and return pressure must also be checked as this is of vital
importance with regards to correct fuel injection.

The pre-supply pressure should be checked to ensure that the pressure sensor is
working correctly, the pressure relief valve is operational and that the filter is not
blocked.
Note; the status on the Dis+ will show absolute pressure i.e. including 1 bar
atmospheric.

The pressure in the fuel return line (marked A) should be a maximum of 0.5 bar
otherwise the supply / return pressure differential across the high-pressure pump will
be imbalanced, this then affects the high pressure output from the high pressure pump
into the Common rail. Check this with a mechanical fuel gauge.

The correct fuel transfer to the right hand side of the tank should also be checked, this
should be carried out to ensure that the lift pump has sufficient fuel. Conduct this using
test step 6.0 of the cluster test functions; refer to the Functional description on the
Instrument cluster for access of these test functions.

When trouble shooting the fuel system ensure that there is at least a ¼ tank of fuel on
board.

Section 2 Poor rail pressure

(Statuses to monitor during r/test are at the end of this guide)

2. If the Rail pressure actual value is failing to follow that of the specified during road
test and the pre -supply tests out OK then proceed as follows,

The High pressure fuel system should be checked for leaks at all connections, it should
be noted that if the HP pump was found to be leaking at the front seal the leaking fuel
may end up in the sump therefore contaminating the oil. A quick inspection of the oil
level and condition at the dipstick should be carried out.

Then remove the fuel filter and check the fuel for magnetic swarf, if this is evident
check technical bulletin 13-001-03 for guidance on the necessary repair.

Check the fuel rail pressure sensor pins and wiring for corrosion (rear of common rail
M57). This has been a problem on the M57 engine please refer to PuMA measure
1307043 this measure lists the part numbers for the repair kits for this connector, the
symptoms of this fault are as follows,

i) The engine surges or misfires under acceleration or at constant speeds.

ii) The fault may occur sporadically and in various engine speed ranges.

iii) If the rail-pressure sensor connector is moved by hand by way of a test, this usually
causes engine reactions.

This occurs because the DDE is receiving incorrect information on the actual fuel
pressure in the fuel rail. The DDE opens the injector with a set injector pulse based on
a specific fuel rail pressure, engine speed and load, if the rail pressure signal that is sent
to the DDE is above or below the actual pressure in the rail, then either too much or to
little fuel will enter the cylinder. This will cause running problems.

(All plug connections should be checked including the pre -supply pump).
You should run a test on the rail pressure sensor and the rail pressure control valve
using the test schedule on Dis + via Function selection, Complete vehicle / Drive / DDE
/ Injection / Rail pressure control. This test runs through the actual readings that the
sensor produces against specified readings of the DDE, the test also provides
assistance with wire tests and the voltage supply check from the DDE to the sensor.

A further test on the rail pressure sensor can be conducted using the High Pressure
Pump test schedule, during this test we can identify whether or not the HPP (high
pressure pump) is defective or if we have a weak membrane in the rail pressure sensor
(internal fault with the rail pressure sensor). This is shown further on in the guide below.

High-pressure pumps have been replaced before when the rail pressure sensor is at
fault.
The test schedule can be found via function selection, Complete vehicle / Drive / DDE /
Injection / High-pressure pump.

This is possible as the oscilloscope is used during the test schedule to monitor the 3
pressure waves from the 3 pistons of the high-pressure pump into the common rail via
the signal line from the rail pressure sensor.

Fig 2 M57 HPP scope (signal line from rail press sensor engine at idle).

If the above signal is obtained the rail pressure sensor and HPP are ok.
Please note that the above is a good signal from the HPP of an M57 engine only, the
M47/tu and M57/tu patterns will be different as they have a different fuel system set
up.

Fig 3. Poor signals

If the signal differs from the good signal this indicates a fault with the pressure sensor
or HPP.

The HPP should then be tested using the special tool 13 5 410 and repair instructions
13 51 542.
If this test is performed and the HPP appears ok this then indicates a fault with the rail
pressure sensor as this substituted using the special tool.
Fuel system service tips:

A) Injector pipes.

If injection pipes have to be disconnected they must be replaced on engines before

12/98.
However please ensure that pipes produced after this date are serviceable as
continuous use of the pipes (disconnecting and reconnecting) can reduce the internal
diameter of the pipe at the tapered ends, if this was to occur fuel flow could be
restricted.

B) Replacing injectors

If an injector has to be replaced the injector ducts must be cleaned as per repair
instructions RA 13 53 …
If this is not carried out misfires can occur!
When replacing 2 or more injectors the Injector map must be reset in the service
functions of the DDE.

Section 3 Air induction system

If the Air mass meter actual values are failing to follow the specified during road test,
pull over and disconnect the air mass meter.

This will force the DDE to run on a substitute value for the HFM, a noticeable increase
in performance may be identified as more fuel will be injected. If the performance is
improved this illustrates that the Air mass meter could be defective or that there is an
air leak between the air mass meter and the induction system.

The technical office have seen cases whereby the inlet manifold has split at the seems
particularly at the rear by the dipstick on the M57, check this component and the
induction system for leaks, start this check from the air mass meter.

If there is low suction at the intake pipe when at idle then there is obviously an air leak
between the HFM and the rest of the induction system, this is why the signal from the
HFM to the DDE is low.

For example, if the gasket ‘O’ ring between the turbo intake pipe and turbo had failed
or was missing the air mass meter would produce a low reading throughout the rev
range, as unmetered air would ente r the induction system. The DDE would not put as
much fuel into the engine as normally required and performance would be low,
disconnecting the air mass meter would identify such a fault.

If the induction system is airtight check the valve seat of the EGR unit for mechanical
damage to ensure that there is no internally unmetered air affecting the HFM reading.

If this valve is ok disconnect the vacuum pipe to it and block off then road test
monitoring the statuses again (Air mass actual and specified), this will prove that the
EPDW (component function explained below) is not holding this valve open.

If you still have a problem replace the HFM and refer to SI 13 01 01 690 for M57
engines produced before Jan 2001.

The HFM may also be defective due to aging or if the component has been
contaminated with oil, for example if the turbo had failed at some stage.
Regarding EGR and Boost pressure explained in the next sections, the function of the
EPDW:

EGR:

The quantity of recirculated exhaust gas influences the amount of fresh air that is
drawn in: The more exhaust gas that is recirculated, the less fresh air that is drawn in.
This therefore means that the EGR valve should be inspected, as mechanical failure
will have a noticeable affect on performance.

Monitoring the actual and specified values of the Air mass meter when at idle can carry
out an initial check of this valve. If the Air Mass is below the specified this could be due
to a defective EGR valve (see relevance of EGR valve in schematic below). The status
“pulse duty factor EGR valve” also tells a story of a mechanically defective EGR valve.

For example, a)

If the actual air mass is below the specified and the pulse duty factor of the EGR valve
is 5 % (minimum) then the DDE wants the EGR valve closed. No activation of the EGR
EPDW takes place as there is a low power supply and the DDE relies on the spring
pressure of the EGR valve to keep it shut. In this case the valve of the EGR may have of
broken. Check and replace the EGR valve.
For example b)

If the actual air mass is above the specified and the pulse duty factor of the EGR valve
is 80% (maximum), the diaphragm or vac line could be split, as the valve would appear
not to be opening.

You should then carry out a test schedule for the EGR valve via “Function selection”
Complete vehicle / Drive / DDE / Air mass system test / Exhaust gas circulation.
These tests need to be performed to ensure that the vacuum lines and pressure
converter are functioning correctly and not holding the valve open
unnecessarily

Swirl flaps:
When the EPDW for the swirl flaps is activated by the DDE the swirl flaps are closed.

If the swirl flaps stick closed there will be a power loss of 10% at higher engine speeds.

Check the swirl flaps using the test schedule from “Function selection” via Complete
vehicle / DDE / Air mass system test / swirl flaps.

4. Charge air pressure system:

4. If there are faults with the Charge air pressure and the Air mass sensor is working
ok you should first ensure that the EGR valve is not faulty see above (sec 3.) and check
for any air leaks in the induction system also mentioned above.

Please note that the heat from the exhaust gases drives the turbo. Incorrect fuelling
has a direct affect on boost pressure. Correct fuelling of the combustion process is
paramount for sufficient boost pressure.

First work through the test schedules for the charge air pressure sensor and pressure
controller. This can be found via “Function selection” Complete vehicle / Drive / DDE /
Air Mass System Test / Charge air pressure control.

The charge air pressure sensor should be checked for contamination such as oil from a
failed turbo, substitute this component if in doubt.

If the vacuum supply to the pressure converter is proven to be good and also the
operation of the pressure converter by substitution then the pulse duty factor of the
EPDW for the charge air pressure must be checked in status requests whilst on road
test.

When the boost pressure is failing to follow that of the specified you should ensure that
the pulse duty factor is at its maximum 80% (pulse duty factor of the DDE to the
EPDW) this proves that the DDE is doing all that it can to increase the Boost pressure
and indicates that this defect i.e. poor boost pressure, is unlikely to be a control unit
problem.

Checking the mechanical actuator of the turbo:

The VNT actuator (labelled vacuum unit for turbo charger above) should pull the
actuator rod (and will be fully retracted into the vacuum unit) when maximum vacuum >
650 mbar is applied by the EPDW. The stroke of this rod should be 10mm and should
be fully extended when no vacuum is present.

The Turbo should also be inspected for oil contamination and damage to the blades.

If all of the tests prove inconclusive and the boost pressure is meeting the specified but
is slow in reaching this figure there may be a fault with the fuelling as well as the turbo.
The injectors should be substituted from a donor vehicle, it is possible for the injectors
to cause such a fault without poor idle quality.

Identifying Poor Performance

Please then carryout a brief test and complete the assigned test modules for any fault
codes listed. Following a fault memory check and any test schedules that have not
proved conclusive conduct a road test with the assistance of a second person using
the GT1 to monitor the statuses of the DDE. Faults within certain areas of the DDE are
more evident when the engine is under load.
The following statuses should be displayed and monitored, the actual values should
then be checked against the specified values under different driving conditions, in all
cases concerning lack of power you will see a defect in one of the areas below.

1. Pre-supply pressure.

(This is a vital requirement for the correct priming of the High Pressure pump,
without this pressure the HP pump will not be able to achieve the specified rail
pressure)

2. Rail pressure actual / specified.

(If the pressure in the common rail is not meeting the required value or the sensor is
indicating an incorrect pressure the atomisation and quantity of the fuel being
injected will be incorrect, this affects the combustion process which in turn reduces
the heat output via the exhaust gases that drive the turbo therefore reducing boost
pressure)

3. Air mass actual / specified.

(If the DDE is given an incorrect value from the Air Mass Meter, the DDE will either
add too much or too little fuel to the amount of air entering the cylinder resulting in
incorrect fuelling of the combustion process)

4. Charge air pressure actual / specified

(The DDE calculates the injection time based on a specific mass and volume of air
entering the engine, the actual pressure must meet the specified pressure quickly in
order for the engine to provide its full power output)
Identify the faulty area above using the status request during road test then refer to the
relevant section in the guide above.