An absolute weapon on the road and track. The M2 Competition packs the M3/M4's S55 twin-turbo engine into BMW's smallest M chassis, delivering 410 hp through a tight, rear-wheel-drive package. It's the last compact M car, beloved by enthusiasts for its purity and balance. The S55 engine is generally robust when properly maintained but demands strict oil change intervals (5,000 km maximum). Known issues include crank hub slipping (rare but catastrophic, affects less than 10% of cars), valve cover gasket leaks, carbon buildup from direct injection, and relatively high oil consumption under spirited driving. The DCT gearbox is reliable with proper fluid changes every 50,000-60,000 km. These cars are often driven hard - verify complete service history and avoid heavily modified or tracked examples.
Expected Annual Maintenance Costs
€2,100 - €3,600/year
15,000 km/year
Fixed costs
€1,200-2,000
Risk buffer
€900-1,600
What Can Break
bars = likelihood
Valve cover gasket oil leak€800 - €1,400
Rubber gasket degrades from heat cycles, typically leaks before 100,000 km · more· less
The S55 valve cover gasket is prone to cracking and leaking oil, a very common issue across BMW's modern turbocharged engines. Rubber gaskets subjected to constant high temperatures and endless heating/cooling cycles eventually crack, resulting in oil seepage around the valve cover. This typically begins between 60,000-100,000 km. The gasket itself costs €50-150, but labor is significant due to the engine layout. At BMW dealers, expect €1,200-1,400; independent specialists charge €800-1,000. It's often wise to replace ignition coils and spark plugs during this service since they need to be removed anyway.
Carbon buildup on intake valves€700 - €1,200
Direct injection leaves valves unclean, requires walnut blasting every 40,000-50,000 km · more· less
All direct injection engines suffer this issue - fuel sprays directly into the combustion chamber, so intake valves never get "washed" by fuel. Over time, oil vapor from the crankcase ventilation system bakes onto the intake valves, forming carbon deposits. Symptoms include rough idle, reduced power, misfires, and hesitation. The S55 needs walnut blasting service every 40,000-50,000 km under normal use (more frequently if tuned or tracked). Dealers charge €1,000-1,200; independent specialists charge €700-900. The service involves removing the intake manifold and blasting crushed walnut shells through the intake ports to clean the valves. New intake manifold gaskets are included.
Crank hub slipping (timing failure)€500 - €6,000
Friction-fit hub can slip under high loads, causing timing issues - affects less than 10% of S55 engines · more· less
This is the most feared S55 issue, though statistically rare (under 10% of cars, likely closer to 5%). BMW secured the crank hub with a single bolt and friction - no keyway or pins. Under high shock loads (aggressive gear changes) or prolonged vibrations, the hub can slip on the crankshaft, causing timing misalignment. There are no warning signs - if it happens, the ECU detects timing slip and triggers drivetrain failure warning, forcing the car into limp mode. Best-case scenario: the ECU shuts down the engine quickly. Worst-case: valve-piston contact and complete engine rebuild (€15,000+). Preventive fixes: crank hub capture plate (€500-800 installed) or pinned/keyed hub (€2,000-2,500). More common on DCT models and tuned cars, but has occurred on stock examples. Consider preventive upgrade if planning to tune beyond 500 hp or track frequently.
Water pump and thermostat failure€1,200 - €1,800
Electric water pump typically fails between 80,000-120,000 km · more· less
The S55 uses an electric water pump integrated with the thermostat housing. The pump fails due to bearing wear or electrical issues. Symptoms include coolant warning light, engine overheating, or poor cabin heating. The integrated design means you replace both the pump and thermostat housing as a unit (€500-600 for OEM parts). Labor is 5-6 hours due to tight engine bay access. BMW dealers charge €1,600-1,800 total; independent specialists charge €1,200-1,400. Replace coolant hoses at the same time if they show signs of age - many have brittle plastic fittings that crack. Always use BMW-approved coolant. Failure can lead to severe engine damage if not addressed immediately.
High oil consumption€0 - €300
S55 engines consume oil under spirited driving - up to 1L per 1,500 km is considered normal by BMW · more· less
BMW specifies up to 1 liter per 1,000 miles (1,600 km) as acceptable oil consumption for high-performance engines like the S55. Many M2 Competition owners report consumption of 1L per 3,000-5,000 km under normal driving, but this increases significantly with track use or sustained high-RPM driving. The engine holds approximately 6.5L. Check oil level every 1,000 km - the S55 runs hot and low oil can accelerate wear on turbo bearings, rod bearings, and valve train components. Use only BMW Longlife-01 approved oil (typically 0W-40 or 5W-40 full synthetic). Budget €100-150 for a top-up bottle of quality oil. Excessive consumption (more than 1L per 1,500 km consistently) may indicate worn piston rings or turbo seals - have it checked.
Turbocharger wastegate or bearing wear€2,200 - €5,000
Twin turbos can develop wastegate rattle or bearing noise after 80,000+ km, especially if oil changes are delayed · more· less
The S55 uses twin turbochargers that are generally reliable but can fail due to oil starvation, heat stress, or foreign object damage. Common issues: wastegate actuator sticking (causing underboost or overboost), wastegate rattle at idle when hot, or bearing wear causing a high-pitched whine. Wastegate rattle is often just noise and doesn't affect performance, but bearing failure will cause smoking, oil consumption, and loss of power. A single OEM turbo costs €940; full replacement kit with both turbos and oil lines is €2,500. Labor adds €1,500-2,000 (8-12 hours). Preventive measures: strict 5,000 km oil changes, always let the engine idle for 30 seconds after hard driving before shutting down (to cool turbos), avoid lugging the engine at low RPM with high boost. Upgraded aftermarket turbos for tuned cars cost €3,000-8,000+.
DCT clutch pack wear (if equipped)€4,000 - €6,000
7-speed DCT clutches wear with hard launches and track use, typically last 80,000-120,000 km · more· less
The 7-speed dual-clutch transmission (DCT) in the M2 Competition is the same GS7D36SG unit used in the M3/M4, and it's generally robust. However, clutch packs wear over time, accelerated by launch control abuse, track use, and stop-and-go traffic. Symptoms include shuddering when shifting at low speeds, slipping under hard acceleration, rough engagement, and longer shift times. Genuine BMW dual clutch pack costs €3,200; aftermarket performance clutches range from €2,600-7,900. Labor is significant - transmission must be removed (8-12 hours), bringing total cost to €4,000-6,000. The DCT requires fluid and filter changes every 50,000-60,000 km (€290 for DIY kit, €500-700 at shops) - neglecting this accelerates clutch wear. Manual transmission M2 Competitions have a conventional clutch that typically lasts 60,000-100,000 km depending on driving style (€1,500-2,500 to replace).
Differential oil seal leak€400 - €900
Common fault on M2 Competition, seals leak around 25,000 km · more· less
Multiple M2 Competition owners report differential oil leaks developing between 15,000-30,000 km. The M Variable active limited-slip differential uses seals that can fail prematurely. Signs include oil spots under the rear of the car (differential is at the rear), low differential oil level, or whining noise from the rear. The differential should be serviced every 40,000-60,000 km (€200-400 for fluid change at specialists). Seal replacement requires removing the differential, replacing seals, and refilling with expensive BMW differential fluid (SAF-XJ+FM spec). Dealers charge €700-900; independent specialists charge €400-600. If caught early, just replacing the seals is sufficient. If driven with low oil, the differential internals can be damaged, requiring complete rebuild (€3,000-5,000+).
Rear light cluster water ingress€150 - €800
LED tail lights can develop condensation or fail, sometimes triggered by CAN-bus errors · more· less
Front and rear light clusters on the M2 (including Competition) can be susceptible to water ingress and condensation buildup. This is particularly common after washing or rain. The rear turn signal is a frequent failure point - owners report intermittent warning messages on the dashboard for "rear right indicator malfunction" or similar. Sometimes this is an actual bulb/LED failure; other times it's a CAN-bus system error that resolves with a reset. Check for condensation inside the light housing during inspection. If water has entered, it can corrode the LED circuit boards. Repair options: reseal the housing (€150-250 at specialists), replace bulb/LED module (€200-400), or replace entire light assembly (€500-800 per side for OEM). Also check that the front arch liner plastics aren't rubbing against the radiator coolers - they can pierce the cooler, causing coolant leaks.
Suspension top mount wear€400 - €800
Top mounts wear from hard driving, causing creaking and clunking over bumps · more· less
The M2 Competition's adaptive suspension (Adaptive M Suspension) is well-regarded for road and track use, but the top mounts (strut mounts) are a known weak point. They wear over time, especially on cars driven hard or frequently on rough roads. Symptoms include creaking or clunking noises from the front suspension when going over bumps, steering feel degradation, and poor ride quality. This typically appears between 40,000-80,000 km. Replacement involves new top mounts and often new bump stops and dust boots. Parts cost €200-300; labor is 3-4 hours (€200-500 depending on shop). Some owners also report the notorious BMW "pogo effect" - a bouncing sensation over successive bumps due to the suspension being over-sprung and under-damped from the factory. This is a characteristic rather than a fault, but aftermarket dampers can improve it.
High-performance car with high-performance maintenance needs
The M2 Competition is one of the most reliable modern M cars when properly maintained, but "proper maintenance" means strict oil change intervals, premium fluids, and addressing issues early. The S55 engine is robust - many examples exceed 150,000 km without major issues - but it demands discipline. Budget for higher-than-average consumable costs (tires, brakes, fluids) and expect specialist labor rates. Avoid heavily modified or tracked examples unless you have complete documentation. A well-maintained M2 Competition from a single enthusiast owner is a far better buy than a cheaper example with patchy service history.
Pre-Purchase Inspection Checklist
General checks
Service history
Complete BMW dealer or M-specialist records essential. Verify oil changes at 5,000 km maximum intervals (CBS can say 10,000 km, ignore it). Check for DCT fluid changes every 50,000-60,000 km, differential fluid every 40,000-60,000 km.
Tires
Check tread depth (rears wear fast - 12,000-15,000 km typical), age (check date codes), uneven wear patterns. M2C uses 245/35R19 front, 265/35R19 rear. Budget €800-1,500 for premium performance tires.
Cold start
Must start engine completely cold. Listen for timing chain rattle, valve train noise, or turbo sounds. S55 should start cleanly with minimal noise.
Body condition
Check for accident damage, paint mismatch. Inspect wheel arches and door edges (doors are long - often scraped). Look under front bumper for track curbing damage.
Test drive
Minimum 30 minutes including highway speeds, hard acceleration, and varied conditions. Feel for smooth power delivery, clean shifts (DCT should be imperceptible when warmed up), no turbo lag or boost issues.
Specific for this vehicle
Check for valve cover oil leaks
Inspect around valve cover gasket for oil seepage or wetness. Very common on S55 engines after 60,000 km. Look with a flashlight from above and below.
Cold start - listen for crank hub timing slip
On cold start, listen for any unusual timing-related sounds. If you see "drivetrain malfunction" warning, walk away - possible crank hub slip. Ask seller if crank hub has been upgraded (capture plate or pinned hub).
Check oil level and condition
Oil should be at proper level (S55 consumes oil - if it's at max, owner may have just topped up to hide consumption). Oil should be clean and amber-colored, not black or contaminated.
Inspect differential for oil leaks
Look under the rear of the car for oil spots or wetness around the differential housing. This is a common M2 Competition issue around 15,000-25,000 km.
Test all electronics and lights
Check all lights (especially rear indicators), iDrive system, adaptive suspension modes, parking sensors, cameras. Look for condensation in light housings.
Check for carbon buildup symptoms
Rough idle, hesitation, or misfires can indicate carbon buildup on intake valves. Ask when walnut blasting was last performed (should be every 40,000-50,000 km).
DCT operation (if equipped)
Drive for 20+ minutes to get transmission fully warm. Check for smooth shifts in all modes (Efficient, Sport, Sport+). Any shuddering, jerking, or slipping is a red flag. Verify DCT fluid service history.
Manual clutch operation (if equipped)
Check clutch engagement point (high point suggests wear), test for slipping under hard acceleration. Clutch should engage smoothly without juddering. Budget €1,500-2,500 for eventual replacement.
Inspect for modification evidence
Look for ECU tuning (check with BMW ISTA or ask owner), aftermarket exhausts (can void warranty), suspension mods. Heavily modified cars should be avoided unless fully documented. Stock or lightly modified is best.
Check service position indicator (CBS)
Use BMW diagnostic tool or ask dealer to check remaining service intervals and stored fault codes. Many M2Cs have fault codes stored from minor sensor issues - not always a dealbreaker but worth investigating.
Verify no track damage
Inspect underbody for scrapes, check brake fluid condition (dark fluid indicates hard use), look at brake rotors for heat cracks or excessive wear. Track use isn't inherently bad, but you want full documentation.
Listen for turbo sounds
During test drive, listen for wastegate rattle at idle (common and usually harmless), but be wary of high-pitched whining from turbos (bearing wear) or excessive blow-off valve noise.
Recalls and Technical Service Bulletins
Camshaft head bolt torque (2018-2019)PuMA campaign - verify completed
Various sensor and software updatesCheck with BMW using VIN
Cooling system component updatesVarious TSBs available
Contact a BMW dealer with the VIN to verify all recalls and service campaigns have been completed. The M2 Competition has had fewer recalls than the standard M2, but software updates and TSBs are common. Check www.carproblemzoo.com/tsb/bmw/m2/ or NHTSA database for full TSB list.
Warranty Status
Factory warranty (4 years / 80,000 km)Expired on all 2018-2021 models
Rust perforation warranty12 years from new (check with VIN)
BMW Extended Warranty (VSC)Available up to 7 years or 160,000 km
All M2 Competitions are now outside their factory warranty. Extended warranty (Vehicle Service Contract) is available from BMW in Platinum or Powertrain levels, covering components up to 7 years or 160,000 km. Cost varies by coverage level and mileage. Highly recommended for cars with higher kilometers or if you're concerned about expensive repairs like crank hub, turbos, or DCT clutches. Note that wear items (brakes, clutch, tires) are never covered. Third-party warranties are available but verify they cover high-performance components like turbos and DCT.
This report is for informational purposes only and does not constitute professional advice. Estimates may be inaccurate. Always have a qualified specialist inspect the vehicle before purchase. We accept no liability for decisions made based on this information.