[Solved] BMW E61 525D 177hp 2004: Turbine Actuator Error 3F57 and Limp Mode Issues After Engine Warm-Up

I bought an E61 525D 177 hp 2004.
After warming up the engine (on average after an hour, sometimes two hours) I started to throw a turbine actuator error, 3F57. Then the car goes into limp mode, no power. It helps to turn off the car, wait about 15 minutes and start again.

Steps I've taken so far:
- replacement of the exhaust manifold with a cast iron one (the old one cracked)
- replacement of the wiring harness between the computer and the adjuster (no 12 V voltage on the adjuster)
- replacement of all gaskets (at the turbine itself, at the IC, at the EGR).
- checking the tightness of the intake (I have a problem here, because I hear a whistling sound somewhere, but I don't know if it is the turbine whistling slightly and giving the effect of whistling from somewhere else)
- setting up another adjuster (same, adjuster error)
- replacement of fuel and air filters, checking the pressure on the rail, it is OK
- checking the geometry cable, it works loosely
- replacement of the boost pressure sensor in the manifold and its test
- removing the swirl flap - were nice, but I preferred not to risk it
- performing the test of the controller in DIS - it walked about half an hour from left to right, never once hung up or stood still.

When adding gas at a standstill, the adjuster almost does not move at all, and should it twitch?

I did some DIS tests today
error number 3F57

DIS shows that the minimum boost value has not been reached: (controller problem? or turbine problem?)


I have also done a DPF test (can someone explain these values to me?)

Hi
I once had a similar topic, although not in BMW and in a Japanese car and the ECU was to blame. You have edc16c35, so the subject of a fairy tale, bdm clone to do and test. Once it's read, you can check if any n75 map pseudotuner did not make you weird.

First of all, measuring the top-up while driving.

marcin_70 wrote:

Hi
I once had a similar topic, although not in BMW and in a Japanese car and the ECU was to blame. You have edc16c35, so the subject of a fairy tale, bdm clone to do and test. Once it is read, you can check if any n75 map pseudotuner has not made you weird.

I downloaded the mpps map.
I know it was done, but it was all before.
Can a friend check it out?

I do not know about BMW, but at VAG, any interference with the actuator or turbo ends with the service adaptation of the turbine controller to the turbine itself, and then the entire turbine with the controller to the car's ECU. It's different as you describe.

And what is the adaptation of the turbine controller to the computer ECU in VAG?

https://www.elektroda.pl/rtvforum/topic2075443.html

I already know what's going on, VCDS has a calibration procedure for this adjuster, and BMW DIS or GT1 does not have it, maybe this function was simply not required in BMW.

The case was solved, I replaced the capacitor in the adjuster, everything started working. I disassembled the turbine to be sure and glassed it inside, so that the geometry was loose, everything works.

So the used regulator is also damaged, I understand?

Used could be good, but prophylactically got a new capacitor, cleaned geometry and so far everything is back to normal, no longer throws a controller error.

Well, in one post you wrote:
"The steps I've taken so far:
- I put on another adjuster (same, adjuster error)".

Well, yes, I put on another adjuster and it was the same, I replaced the capacitor in it, cleaned the geometry and it works.

The problem turned out to be the turbine, which had a baked geometry and thus threw the controller error, in addition, the DPF was clogged and therefore there were such problems.