BMW M3 F80
Weaknesses, engine ratings and buying advice
The F80 M3 (2014–2018) and its twin M4 F82 mark the switch to forced induction — S55B30 twin-turbo inline-six, 425–453 hp, with water injection on the Competition. Faster than the E92, but less visceral. The debate: does the S55 sound good enough for an M3?
The S55 has its own weak points: Crank hub can spin (rare on stock cars, ~8 documented cases, sev=5 but prob=2). Wastegate rattle on throttle lift — annoying, not dangerous. Charge pipe in plastic can burst — aftermarket aluminum pipes are the fix. Valve cover gasket/PCV valve from 50,000 miles.
At the vehicle level: Diff carrier bushings tear on nearly every F80 (sev=3, prob=4) — clunking from the rear, polyurethane upgrade recommended. Driveshaft recall (flange, March–September 2016 production, free). Carbon roof clear coat as on the E92. Adaptive dampers (EDC) can develop leaks. Alcantara steering wheel fades. Rear subframe can corrode on salted roads.
Test-drive checklist: Diff clunk on throttle lift. Wastegate rattle at idle after full throttle. Charge pipe whistle under boost. EDC clacking over speed bumps.
2026 market: M3 F80 from $38,500. Competition $44,000–$60,500. M4 F82 coupé similar. M4 F83 convertible $41,800–$60,500.
Insider pick: M4 F82 Competition, manual, post-September 2016 (after driveshaft recall) — check diff bushings, fit aftermarket charge pipe.
Generations
Engine Overview
The BMW M3 F80 is available with 2 engine variants — from 431 to 450 hp.
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.
- !! Connecting rod bearing wear from 60,000 km
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 - !! Crankshaft hub slip (crank hub) from 60,000 km
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. - !! Oil cooler damaged by stone impact from 40,000 km
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
+ 7 more engine weaknesses + vehicle weaknesses
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.
- !! Connecting rod bearing wear from 60,000 km
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 - !! Crankshaft hub slip (crank hub) from 60,000 km
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. - !! Oil cooler damaged by stone impact from 40,000 km
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
+ 7 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Propshaft flange connection: recall — loss of drive Recall 18V713000: the connection between the propshaft and flange can fail — sudden loss of drive is possible. Approximately 2,661 vehicles affected. Symptoms: Vibration or noise from the underbody, progressively worsening. In the worst case, complete loss of drive. from 40,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 17 weaknesses have been documented for the BMW M3 F80 (2014–2018) — 10 engine-related and 7 vehicle-related. Typical issues affect Gearbox, Suspension, Body, Interior.
M3 (S55B30, 2014–2018) — Be Careful: Connecting rod bearing wear, Crankshaft hub slip (crank hub), Oil cooler damaged by stone impact. Power: 431 PS.
M3 (S55B30, 2016–2018) — Be Careful: Connecting rod bearing wear, Crankshaft hub slip (crank hub), Oil cooler damaged by stone impact. Power: 450 PS.
What to watch out for with the BMW M3? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the BMW M3 F80 have? +
What should I look for when buying a used BMW M3 F80? +
Which engine is recommended? +
Which BMW M3 F80 engine is the most fun? +
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Last updated: February 2026 · All information without guarantee