The turbocharged BMW diesel engines lend themselves to modifications. This page aims to serve as a guide for the different 6 cylinder engine types and their tuning potential.
M57 engines were available with many different power versions. These were released in different car models across the years. The powers are: 184, 193, 197, 204, 218, 231, 235, 272, 286HP. The main hardware differences are turbo, injectors and ECU.
The M57 and later versions (M57N, M57N2) differ slightly in the engine capacity of 2926 cm3 vs.2993 cm3.
It is also worth pointing out that the M57 (184 and 193 hp) and the M57n from an E46 have a smaller bellhousing. All later models have a larger bellhousing. This needs to be considered when selecting a gearbox as the bellhousings are not interchangeable.
It must be noted that tuning does not create issues with an engine if the tuning is done correctly and safely, however it can highlight existing problems; for example, weak injectors or poor turbo control. Issues such as poor turbo control due to a faulty vacuum sensor could cause significant further damage if left unfixed. Our preference is that you bring your vehicle to us for tuning so that we can conduct a full health check, however if the engine is in good health remote remaps are safe. We only cater for large modifications such as hybrid turbos or injector changes in person as these can take a while to set up properly. All remaps are developed on by our tuning partner GKR Performance on their dyno in Oswestry. Power and torque figures are for indication only, however they are based on our past experience.
Stage 1: 220-225hp and 480Nm
Stage 2: 240hp and 530Nm (requires map sensor replacement – we have this available in our shop). For stage 2 you should have a larger intercooler and free flowing exhaust.
Further power increases are possible on this engine by fitting a GT2260v turbo, this is a bolt on modification and with tuning you could expect around 270hp and 550Nm.
We do not recommend tuning if you have the GM automatic gearbox as it is overstretched at stock power.
M57N (204hp + 218hp)
Stage 1: 250-260hp and 550Nm
Stage 2: 270hp (euro 3) or 300hp (euro 4 and up to 600Nm. Decat, DPF removal (where applicable) and larger intercooler required.
More can be achieved with a hybrid turbo and injector upgrades.
M57N2 (231hp + 235hp)
Stage 1: 270hp and 600Nm
Stage 2: 300hp 650Nm (required DPF removal decat and larger intercooler)
Further power increases can be made using a hybrid turbo and fuel pump upgrade to CP3 R90.
Stage 1: 260hp 550Nm
More power is possible with injector changes.
Stage 1: 340hp 650Nm
Stage 2: 360Hp 700Nm (DPF removal and larger intercooler required.
Stage 1: 340hp 680Nm
Stage 2: 370hp 730Nm (requires dpf removal and larger intercooler.
Engine control units:
184hp, 193hp – EDC15C4 (DDE 4)
204hp, 218hp, 272hp – EDC16C31 (DDE 5)
197hp, 231hp, 235hp, 286hp – EDC16CP35 (DDE 6)
When installing your engine we would recommend doing the following services/inspections:
Oil and filter * change
New fuel filter*
Swirl flap blank*
Check injectors, refurbish if necessary
Check turbo, refurbish if necessary
Change the rocker cover gasket*. This might seem like overkill but we have seen countless go brittle and fail, usually resulting in an oily mess in the engine bay
Change oil breater for votrtex type
Change vacuum lines
*Currently available in our web shop.
Sensors you should keep
It is quite common for customers completing engine swaps to want to bin as many sensors as possible – this is understandable.
We have put together the following list of sensors that should be kept and the reasons why.
MAF sensor – This can be removed but needs modifications in the ECU map.
Boost temp sensor – Found in the boost pipe between the intercooler and inlet manifold of M57N/M47N engines and later. It is important this is kept to enable the ecu to accurately calculate AFR (Air/Fuel ratio).
Lambda sensor – Found in the exhaust downpipe of M57N/M47N engines and later. Should be kept to enable live AFR adjustments.
EGT (Exhaust-gas temperature) sensor – Found in the exhaust downpipe of M57N/M47N engines and later. Should be kept to allow for EGT protection.
Swirl flap and EGR vacuum solenoids – Keep these plugged in even if you have deleted the valves. We have seen this cause intermittent boost issues by being unplugged.