BMW M5
BMW's first turbo V8 in the M5 — the crossflow exhaust routing between the cylinder banks (hot-V) produces an atypical V8 sound: less primitive burble than the S62 naturally aspirated, more muted growl with turbo whistle in the background. What the S63 loses in character it gains in torque — 680 Nm available from 1,500 rpm, pushing consistently to above 5,000 rpm. The Achilles heel is the con rod bearings: metal swarf in the oil filter on an oil change is the earliest warning sign. Preventive bearing replacement every 80,000–100,000 km is strongly recommended, costing €4,000–6,000. Oil cooler seals weep from 60,000 km; turbocharger oil supply lines coke up with Longlife intervals. Shorten oil changes to 8,000 km and have the bearings done and the result is a robust engine.
560 hp turbo V8, all-wheel drive optional — Autobahn king
The F10 M5 made the transition from NA to turbo and in doing so redefined the M concept: 680 Nm from 1,500 rpm instead of high-rev orgies. No longer sounds like a race engine, but drives faster than one. Have the rod bearings done, shorten the oil change intervals — then the F10 M5 under €25,000 is an absurd price-to-performance proposition.
Engine Weaknesses 6
Connecting rod bearing shells wear through high revs and turbo boost pressure. Metal particles in the oil filter are the earliest warning sign. Preventive replacement every 80,000–100,000 km for around €2,390 is recommended — compared to €30,000–€50,000 for a replacement engine.
Symptoms: Knocking or hammering engine noises under load and at idle, metal particles in the oil filter or sump, oil pressure warning light, engine no longer revs freely
Manufacturing tolerance fault on the oil pump drive shaft. The shaft can separate from the rotor, causing immediate total oil pressure loss. Affects approximately 696 US vehicles, produced July–September 2012. NHTSA Recall 12V475000.
The rubber lines and plastic T-connectors of the turbo cooling circuit become brittle through permanent radiant heat in the V-valley. Typically first seen from around 100,000 km. A repair kit with silicone hoses and brass T-pieces is the permanent solution.
Symptoms: Dropping coolant level without visible external leak, gurgling after switching off the engine, rising engine temperature, coolant steam from engine bay
Leaking direct injectors allow fuel to drain into the combustion chamber, which passes the piston rings into the oil. Fuel dilution reduces lubrication capacity and considerably accelerates connecting rod bearing wear.
Symptoms: Elevated oil level on the dipstick (fuel smell in oil), increased fuel consumption, cold-start difficulty, measurable fuel dilution in oil analysis report
Valve stem seals harden through extreme radiant heat from the V-valley turbos. Typically appears around 97,000–120,000 km. Repair costs €2,500–€6,000 (UK workshops £3,540–£4,140 with genuine parts).
Symptoms: Blue smoke cloud from exhaust on first acceleration after an idle period, increased oil consumption above 0.5 L/1,000 km, sooty spark plugs
VANOS solenoids build up oil deposits and fail with fault codes. The S63 has four solenoids; VANOS gears can also require replacement. Typically from 80,000–160,000 km.
Symptoms: Engine fault message (camshaft phaser error), limp mode activation, rough running particularly at certain rev ranges, occasional cold-start difficulty
Vehicle Weaknesses 6
Small rubber seals in the mechatronics block harden with poor oil quality. Regular transmission fluid changes every 60,000–80,000 km are absolutely necessary, contrary to BMW's statements.
OEM rubber of the centre bearing breaks under the high torque load of the S63TU. Already after 5–10 years the rubber tears regardless of mileage.
Rear subframe bushings wear from around 60,000 km under high torque. BMW issued a service bulletin for build years before 3/2013.
Electric auxiliary fan in front of the radiator pack fails through a defective motor or resistor. Indispensable for cooling at standstill in high temperatures.
Adaptive EDC shock absorbers can lose oil. System then switches to maximum damper rate. Electrical wiring faults more common than actual damper failures.
Steering wheel heater fails through a loose cable connection in the wheel or a defective slip ring.
Reports & Tests
16 owner complaints filed with NHTSA (2011–2016). Most reported: Engine (9), Steering (3), Electrical (2).