Loss of thrust on twin-turbo versions due to the vacuum circuit or the actuator on the BMW N57
Why this rating?
High severity: Risk of a serious engine, turbo or gearbox failure.
Frequency common: Two independent technical sources list the turbo among the known faults of the N57; one of them specifically details the loss of thrust through the vacuum circuit or the actuator on the multi-turbo versions. We have not found a manufacturer campaign for this component.[1][2]
Symptoms
- Loss of thrust or an uneven response, especially at low revs, on the twin-turbo versions.[1]Less power: other faults that cause it · Monitor
- Engine warning light associated with variable-geometry turbo faults, cited generically for the N57 without further detail.[2]Engine warning light: other faults that cause it · Garage soon
Why it happens
According to a specialist garage, the twin-turbo versions lose thrust at low revs mainly because of a degraded vacuum circuit or carbon build-up in the actuator that synchronises the two turbos, not because of a mechanical failure of the turbo itself.[1]
A technical guide to the engine also cites variable-geometry turbo failures among the known faults of the N57, without detailing the specific cause.[2]
If it is not repaired: A loss of thrust through the vacuum circuit or the actuator does not usually damage the engine: it reduces the available power and worsens the response but, according to the sources consulted, it is not a mechanical failure of the turbo itself.[1]
Affected cars and years
The problem of thrust loss through the vacuum circuit or the actuator is specifically documented for the twin-turbo versions (T0/T1). The variable-geometry turbo of the single-turbo version is cited more generically among the engine's faults, without the sources detailing it separately.[1][2]
| Version | Years | Codes |
|---|---|---|
| N57D30 299-313 hp twin turbo (T0/T1, 2009-2019) | 2009–2019 | N57D30T0N57D30T1N57D30TOP |
Models fitted with the affected versions
BMW
- BMW Serie 3 F302012–2019
- BMW Serie 5 F102010–2017
- BMW X3 F252011–2017
- BMW X4 F262014–2018
- BMW X5 E702010–2013
- BMW X5 F152013–2018
- BMW X6 E712010–2014
- BMW X6 F162014–2019
How much it costs to repair
Includes: Diagnosis and cleaning or replacement of the actuator or the vacuum circuit; replacement of the whole turbo only if a mechanical failure is confirmed.[1]
We have not found a verified quote in Spain specific to this repair on the N57.
Prices in Spain, including VAT. A workshop hour costs on average €38–66 at independent garages and €77–134 at dealerships in Spain, depending on the region and the brand. How we calculate costs
How to check for it before buying a used car
Parts needed
The part or kit that fixes this fault, according to the sources.
Turbo actuator / vacuum control solenoid valve[1]
It is cleaned or replaced when it loses precision and stops synchronising the two turbos properly on the twin-turbo versions.
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How to prevent it
- Keep to the oil change intervals: carbon build-up in the actuator is linked to the overall maintenance condition of the engine.
Recalls, campaigns and claims
As of 27 September 2026, we have no record of recalls, campaigns or extended manufacturer warranties for this fault. Check with an official dealer using the chassis (VIN) number: they will tell you whether the car has any outstanding campaign.
What owners say
Frequently asked questions
Why does the twin-turbo BMW N57 lose thrust?
According to a specialist garage, mainly because of a degraded vacuum circuit or carbon build-up in the actuator that synchronises the two turbos, not because of a mechanical failure of the turbo itself.[1]
Is this problem serious?
It does not usually damage the engine: it reduces the available power and worsens throttle response, and the sources consulted distinguish it from a mechanical turbo failure.[1]
What can you do now?
We will put you in touch with a partner only if you authorise it in the form.
Other BMW N57 faults
- Critical severityFrequency: Very frequentEmissions controlEGR cooler leaks with risk of engine fireYes: like the N47 and B47, the N57 is covered by BMW's service campaign for EGR cooler leaks, which can mix coolant with soot and oil to combustion temperatures. BMW checks free of charge the 6-cylinder engines built between July 2012 and June 2015 because of the fire risk.
- Critical severityFrequency: CommonTimingRear timing chain wearThe N57 inherits from the N47 the timing chain at the rear of the block, next to the gearbox, which complicates any repair. Unlike the N47, there is no documented campaign or wave of mass claims, and cases of serious wear appear mainly above 200,000 km.
- Medium severityFrequency: CommonOtherCrankshaft pulley vibration damper wearThe N57's crankshaft vibration damper (pulley) wears with use and, according to a technical guide to the engine, usually needs replacing between 80,000 and 120,000 km, giving warning with abnormal noises before failing completely.Appears at around 80,000 km
More faults with the turbo on other engines and cars
- High severityFrequency: Very frequent1.6 HDiTurbo failure through lack of lubrication (carbon deposits and union filter)On the 16-valve 1.6 HDi/TDCi engines (2004-2011) the turbo can seize because carbon deposits from the oil clog the mesh filter in the union that feeds it. It is a serious, repeat fault: if only the turbo is replaced without cleaning the circuit, it fails again.Repair (garage): €700–€1,050
- High severityFrequency: Very frequent2.0 Ingenium diéselTurbocharger failureYes: according to several sources, the turbo is the component that causes the most faults on the 2.0 Ingenium diesel. It fails across a very wide mileage range (from around 35,000 to over 140,000 km) and, if it breaks up inside, it can send oil or metal into the engine and destroy it.Repair (garage): €2,600–€3,000Appears at around 35,000 km
- High severityFrequency: CommonBMW N47Turbo and wastegate valve failureThe N47's turbo does not usually fail from general wear, but because of failure of the wastegate valve, which regulates boost and can seize or lose adjustment, sending fuel consumption soaring; oil leaks from the turbo itself are also common.Repair (garage): €900–€1,800
- High severityFrequency: CommonOM651Variable-geometry turbo failure and its pneumatic actuatorThe OM651's variable-geometry turbo tends to fail at the pneumatic actuator (cracks, loss of calibration) before the turbo itself. Symptoms range from a gradual loss of power to permanent limp mode, with whistling or smoke if the problem progresses.Repair (garage): €500–€3,000
- High severityFrequency: Common1.6 dCiPremature turbocharger failure or breakageThe 1.6 dCi turbo fails fairly often, sometimes at low mileage: fiches-auto documents failures between 23,000 and 113,000 km in the Kadjar, Qashqai II, X-Trail III and Espace V, with loss of power and, in several cases, the manufacturer refusing to cover the cost out of warranty.Repair (garage): €3,000
- High severityFrequency: Common2.0 HDiVariable-geometry turbo failures (actuator, sensors and clogging)On the 107/110 hp and, above all, 136-140 hp 2.0 HDi, the variable-geometry turbo fails relatively often: sometimes it is the whole turbo, but often it is the actuator, sensors or hoses, with loss of power and limp mode.
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Sources
Every fact on this page links to its source. If you find an error, let us know.
- Motor BMW N57 - Reparación EspecializadaDasercars · Technical documentation · consulted 27 September 2026 · in Spanish
- Motor BMW N57: problemas, modelos y qué revisarCarexam · Motoring press · consulted 27 September 2026 · in Spanish