BMW M2 Competition
2,979 cc twin-turbo straight-six with closed-deck block and two mono-scroll turbochargers — BMW's first M engine with forced induction since the legendary M106. The block is significantly stiffer than the open N55 block and can handle cylinder pressures beyond 20 bar. Forged 42CrMoS4 steel crankshaft, Grafal-coated Mahle pistons in liner-free cylinders with LDS arc-spray coating — no liner, no sleeve. The sound divides the M community: under full throttle a deep, aggressive roar with turbo whistle on boost build-up, but miles away from the metallic naturally-aspirated shriek of the S65. In return the S55 delivers 550 Nm from 2,500 rpm that outpaces the S65 to 5,000 rpm. The hidden risk: the two-piece crank hub. On cars built before 03/2017 it can detach without warning — valve timing jumps, pistons hit valves, catastrophic engine failure. Affects 2–3% of all S55, but when it happens the engine is finished. Retrofitting a one-piece crank hub (€1,500–3,000) is the most important action. Second issue: plastic charge pipes burst under high boost — water from the intercooler can enter the intake and at 85,000 km cause a con rod failure. Aluminium upgrades are mandatory. Oil changes every 8,000 km with 0W-40; fit an oil cooler stone guard; check con rod bearings every 50,000–70,000 km. Those who observe these three points have an engine that lasts 200,000 km while tolerating 600+ hp via software.
Most compact S55 — most intense driving experience
Shortest wheelbase, less weight, more direct feedback than M3 and M4. The rear works with the driver, not against them. On a downshift the exhaust valve cracks — every time you grin. 450 hp in the most compact M package since the 1M.
Engine Weaknesses 10
Known issue on M3 F80 and M4 F82. Connecting rod bearings wear prematurely; preventive replacement every 50,000–80,000 km is widely recommended.
Symptoms: Knocking from the engine block, metallic particles in the oil, oil pressure warning
The multi-piece crankshaft hub is secured only by friction and can slip under load. Vehicles built before production date 3/2017 are particularly affected. Even minimal rotation misaligns valve timing — valve-to-piston contact and total engine loss are possible.
Symptoms: Usually no warning. Early signs: EML 'drivetrain error', rough idle, misfires, power loss under high load. Worst case: immediate total engine failure at high revs.
The exposed oil cooler (tube-fin design) hangs unprotected in front of the cooling pack and is frequently damaged by stone impact. Even small holes lead to sudden total oil loss and imminent engine damage.
Symptoms: Sudden oil pressure warning; visible oil trail under the vehicle; oil smell; often no gradual build-up — failure without warning
With axial bearing wear on a mono-scroll turbocharger, oil consumption can rise to 1 litre per 500 km. Cause: failed turbo drawing oil past the shaft seal. Regular oil level checks are essential.
Symptoms: Rapidly increasing oil consumption, bluish smoke under acceleration or at idle, power drop, whining turbo noises.
The plastic end tanks of the water-cooled intercooler become porous and allow coolant to escape. In the worst case water enters the intake tract — hydro-lock and engine damage are possible. Mainly affects 2016–2019. Aluminium upgrade recommended.
Symptoms: Warning 'charge air temperature high' or 'cooling system low'; coolant loss without visible external leak; misfires; white smoke
The standard plastic charge pipes between turbocharger and intercooler split at the flanges under boost pressure. Stock vehicles are rarely affected — the risk increases considerably with tuning.
Symptoms: Loud hissing on boost build-up; severe power loss; limp mode; fault codes P00BD/P00BF (mass air meter reading too high)
The mechanical water pump of the S55 wears under the high thermal demands of the twin-turbo engine. Thermostat and water pump should be replaced as a pair. A failed thermostat prevents coolant circulation — overheating at full load on a motorway can occur within minutes.
Symptoms: Coolant temperature fluctuates unusually, coolant warning under high load, faint whistling from engine bay, coolant loss without visible leak.
Wastegate flaps can rattle more on tuned S55 engines. Less common than on the N54 at stock power levels.
Symptoms: Metallic rattling on load changes, clattering on throttle application
The S55 cam cover gasket hardens through constant heat cycling and begins to weep from around 80,000 km. Oil drips onto the belt drive — a failed belt can cause consequential damage. Replace the spark plug tube seals at the same time.
Symptoms: Oil smell in engine bay after a motorway run, visible oil on the side of the cylinder head, oil patch on the underbody panel. In advanced cases light smoke.
The oil filter housing gasket leaks from 50,000–80,000 km — a persistent issue on all modern BMW six-cylinders. Oil pools beneath the housing and drips onto the undertray. The gasket itself costs under €30 but access requires removing the intake manifold.
Symptoms: Oil patch under the engine on the driver's side, oil smell on a hot engine, visible oil trace at the filter housing during an oil change.
Vehicle Weaknesses 11
Standard M Sport brake pads overheat heavily on trackdays after just one lap. Pads disintegrate rather than wearing normally; the OEM setup is unsuitable for track use.
The input oil seal of the limited-slip differential leaks regularly — the same unchanged seal as used on the E30 M3. Repair is very labour-intensive, requiring special tools and driveshaft removal.
The valve in the crankcase ventilation hose blocks, generating fault code 20E120. Replacing the hose resolves the issue permanently. More common on vehicles with aftermarket air filter kits.
Electronic EDC dampers develop leaks at higher mileages. BMW requires all four dampers to be replaced together. OEM set costs approximately €3,600; aftermarket alternatives from approximately €1,800.
Rubber mounts in the differential carrier tear and produce a loud clunk under load application. BMW switched to polyurethane mounts for the M2 Competition. PUMA action 644466-06; Loctite treatment per SIB 26 01 18 as an interim fix.
Standard M compound brake pads squeal prominently in cold conditions and under light braking pressure. Many owners switch to road-going pads (ATE Ceramic, Hawk HPS).
The front upper strut mount produces metallic clunking over single-side bumps. BMW revised the design from a 3-bolt to a 5-bolt fixing towards the end of 2014.
M Sport seat side bolsters wear quickly from entry and exit. The Alcantara steering wheel rim loses colour and texture by 15,000–20,000 km.
The BMW M2 F87's paint is applied thinly from the factory. Stone chips appear on the front bumper and rear wheel arches within the first few thousand kilometres. Paint protection film (PPF) is considered essential by most owners.
The NBT infotainment system collapses spontaneously — screen goes black, audio drops out; system restarts after approximately 2 minutes. Correlates with map updates via USB. Software update provides temporary relief; permanent fix often requires head unit replacement.
Pre-facelift models (2016–2018) show moisture ingress inside the rear lights. BMW replaced affected units with LCI-spec lamps under goodwill arrangements.
Reports & Tests
25 owner complaints filed with NHTSA (2015–2021). Most reported: Lighting (21), Engine (2), Other (1).