BMW M4 F82
Weaknesses, engine ratings and buying advice
The M4 F82 (2014–2020) is the coupé of the F8x M generation — technically identical to the M3 F80, S55B30 twin-turbo with 425–453 hp. Same weak points: diff carrier bushings, driveshaft recall, carbon roof, wastegate rattle. One M4-specific note: M Compound brake pads squeal chronically — BMW calls it normal. Aftermarket pads help. All S55 and suspension details: see M3 F80.
2026 market: M4 F82 $38,500–$60,500. Competition $46,200–$66,000.
Insider pick: M4 F82 Competition, DCT, post-recall date — the DCT is more popular in the M4 than in the M3.
500 PS
M4 GTS · Benzin
500 hp, water injection, roll cage — 700 units
Legendary!Generations
Engine Overview
The BMW M4 F82 is available with 3 engine variants — from 248 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
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 | |
|---|---|---|
| M compound brake pads: strong squealing Stock M compound brake pads squeal noticeably in cold and light braking. High dust generation leads to wheel contamination. Symptoms: High-pitched squealing especially when cold or in drizzle, heavy black brake dust on wheels. from 20,000 km | Low |
Top Reported Issues
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Known Problems and Issues +
A total of 41 weaknesses have been documented for the BMW M4 F82 (2014–2020) — 40 engine-related and 1 vehicle-related. Typical issues affect Brakes.
M4 (S55B30, 2014–2020) — Be Careful: Connecting rod bearing wear, Crankshaft hub slip (crank hub), Oil cooler damaged by stone impact. Power: 431 PS.
M4 (S55B30, 2016–2020) — 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 M4? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the BMW M4 F82 have? +
What should I look for when buying a used BMW M4 F82? +
Which engine is recommended? +
Which BMW M4 F82 engine is the most fun? +
Is the BMW M4 F82 worth buying used? +
What horsepower variants are available for the BMW M4 F82? +
Last updated: February 2026 · All information without guarantee