The F10 M5 brought the twin-turbocharged S63 V8 as the successor to the naturally aspirated S85 V10, delivering 560 hp (575 hp in the Competition Package). It pairs exclusively with a 7-speed M-DCT dual-clutch transmission and rear-wheel drive, offering explosive performance in a luxury sedan package. The S63TU engine is a significant reliability improvement over the S85, with many examples exceeding 150,000 km without major powertrain failure when properly maintained.· more· less
More reliable than S85 V10 predecessorPotent twin-turbo V8 with strong torque
Rod bearing monitoring still neededTurbo and VANOS repairs are labor-intensive
Buy if: You want a high-performance sedan with V8 character and can commit to proactive maintenance, oil analysis, and a specialist service budget.
Avoid if: You cannot absorb surprise repair bills in the €3,000-8,000 range or are looking at a car with incomplete service history.
Tight bearing clearances can cause premature wear, especially with oil dilution from injector issues or extended oil intervals · more· less
The S63TU uses rod bearings with tight clearances, a characteristic shared across BMW M engines. While the S63TU is significantly less prone than the S85 V10, rod bearing wear is still documented, particularly on cars with fuel injector issues that cause oil dilution, or with extended oil change intervals. Specialists recommend oil analysis every 10,000 km to detect rising copper and lead levels early. Preventive rod bearing replacement is debated among specialists — some recommend it at 80,000-120,000 km, while others consider it unnecessary on well-maintained S63TU engines. When done preventively, the job costs approximately €3,000-4,000 as the oil pan must be dropped (subframe removal may be required). If a bearing has already spun, engine rebuild costs start at €8,000-10,000, with full engine replacement potentially reaching €15,000. Using the grade the F10 M5 manual actually lists, 0W-30 or 0W-40 and alternatively 5W-30 or 5W-40 rather than the 10W-60 associated with older M engines, keeping oil change intervals short (10,000 km maximum), and allowing proper warm-up before spirited driving all significantly reduce risk.
VANOS solenoid degradation
up to €1,5002 of 8
Oil deposits build up on solenoids over time, causing rough idle, misfires, and reduced throttle response · more· less
The S63TU uses four VANOS solenoids that control variable valve timing. Over time, carbon and oil deposits accumulate on the solenoids, restricting oil flow and degrading their response. Symptoms include rough idle, hesitation during acceleration, minor misfires, and VANOS-related fault codes. The issue typically becomes noticeable after 80,000-100,000 km depending on oil change discipline and driving style. Individual solenoids cost approximately €100-150 each. Since the S63TU has four solenoids, replacing all four with labor runs approximately €500-800 at an independent specialist and €800-1,500 at a BMW dealer. The repair itself is relatively straightforward compared to other S63TU work. Most specialists recommend replacing all four simultaneously, especially above 100,000 km.
Turbo wastegate rattle and wear
up to €4,0003 of 8
Internal wastegate bushings and flappers wear over time, causing metallic rattle and eventually boost control issues · more· less
The S63TU's twin turbochargers use internal wastegate flappers that develop play as the bushings wear. The first symptom is a metallic rattling sound, particularly noticeable under light throttle between 1,500-2,500 rpm and at engine shutdown. Many owners live with the rattle for years as it is primarily cosmetic. However, if wear progresses significantly, it can cause boost control errors, fault codes, and reduced performance. Aftermarket wastegate flapper repair kits with upgraded stainless steel bushings are available for approximately €200-400 for parts, though accessing the turbos requires significant labor. If the entire turbo unit needs rebuilding or replacing, costs escalate substantially — a rebuilt turbo runs approximately €1,500-2,000 per side including labor, while OEM turbo replacement can reach €3,000-4,000 per side due to limited parts availability. On the S63TU, the turbos sit within the V of the engine (hot-V design), making access labor-intensive.
Oil leaks (valve covers, oil pan)
up to €2,5004 of 8
Valve cover and oil pan gaskets degrade with heat and age, producing persistent oil seepage typically after 60,000-80,000 km · more· less
The S63TU, like most BMW engines, develops oil leaks from several gasket points as it ages. The valve cover gaskets are the most common source, hardening and cracking from the intense heat of the twin-turbo V8. Oil pan gasket leaks require more extensive labor as the subframe may need to be lowered. Oil leaking onto the exhaust manifolds creates a burning smell and visible smoke. Note that the S63TU has no conventional top-mounted oil filter housing: the filter sits in the upper oil pan, so the filter-housing gasket leak described for other BMW V8s, and the belt contamination that goes with it, does not apply here. A valve cover gasket replacement at an independent specialist costs approximately €800-1,500. Adding the oil pan gasket increases the total to €1,500-2,500. Oil leaks are a near-certainty on any S63TU engine over 80,000 km and should be budgeted for during ownership.
Fuel injector failure and oil dilution
up to €4,0005 of 8
Faulty injectors cause poor spray patterns, leading to fuel washing cylinder walls and diluting engine oil · more· less
BMW acknowledged a design flaw in the S63TU fuel injectors, where they can develop incorrect spray patterns, and extended the warranty on them to 10 years or 120,000 miles. Read that offer carefully before counting on it: it was a BMW North America programme for specified 2013-2015 F10 M5 production, valid in the United States and Puerto Rico, it was explicitly not a recall, and there is no European equivalent. When an injector fails, liquid fuel impinges on the cylinder walls, washing away the protective oil film and contaminating the engine oil with fuel. This oil dilution accelerates bearing wear and can lead to premature engine failure if not caught. Symptoms include rough running, misfires, strong fuel smell from the exhaust, and unusually thin engine oil. European cars have the same injectors and the same failure mode, they simply have no warranty programme behind them. Replacement of all eight injectors at a BMW dealer costs approximately €2,500-4,000. At an independent specialist, costs are closer to €1,500-2,500. Checking the engine oil for fuel contamination (by smell or dilution test) is essential before purchasing any F10 M5.
Valve stem seal wear
up to €5,0006 of 8
Seals harden with heat and age, allowing oil into combustion chambers and causing blue smoke on startup · more· less
Over time, the rubber valve stem seals on the S63TU harden from constant heat cycling, particularly on the exhaust side where temperatures are highest. When the seals fail, oil seeps past them into the combustion chambers overnight, producing a puff of blue-gray smoke on cold startup that disappears within seconds. This is a common observation on higher-mileage S63TU engines (typically above 120,000-150,000 km). The repair is expensive because the cylinder heads either need to be removed or the seals must be replaced with the heads in place using compressed air to hold the valves up — both are labor-intensive on a V8 with the hot-V turbo layout. At an independent specialist, expect €2,500-3,500. BMW dealer quotes typically range from €4,000-5,000. Moderate oil consumption (up to 1 liter per 3,000 km) is considered normal by BMW for M-series engines and does not necessarily indicate seal failure.
DCT clutch wear and adaptation issues
up to €5,0007 of 8
The 7-speed M-DCT develops jerky low-speed shifts and clutch wear, particularly with aggressive driving or track use · more· less
The Getrag 7-speed M-DCT in the F10 M5 is generally reliable when maintained, but the clutch packs do wear with use. Symptoms of clutch wear include jerky shifts at low speed, delayed engagement from standstill, and shuddering under light throttle. BMW considers the DCT fluid a lifetime fill, but specialists strongly recommend fluid changes every 50,000-60,000 km to extend the gearbox lifespan. Clutch adaptation via BMW diagnostic software (ISTA) can resolve many drivability complaints without hardware replacement. When the clutch packs are genuinely worn, replacement requires transmission removal and costs approximately €2,500-4,000 at an independent specialist. Full mechatronic unit failure is less common but more expensive at €3,500-5,000. Avoiding launch control abuse and ensuring proper warm-up before aggressive driving significantly extends DCT life.
Cooling system component failure
up to €2,0008 of 8
Coolant pump and thermostat housing fail from heat cycling, typically between 80,000-120,000 km · more· less
The S63TU's cooling system is under considerable thermal stress from the hot-V turbo layout. The main coolant pump on the European S63TU is mechanically driven, with separate electric pumps serving auxiliary circuits such as turbocharger after-run, so establish which pump a quote refers to. Any of them can fail, and the thermostat housing (often plastic) develops cracks from heat cycling. Given the S63TU's sensitivity to overheating — which can accelerate rod bearing wear and warp cylinder heads — cooling system reliability is critical. Symptoms include overheating warnings, coolant loss without visible external leak, and the cooling fan running constantly. Replacing the main coolant pump and thermostat housing together costs approximately €800-1,200 at an independent specialist and €1,500-2,000 at a BMW dealer. Proactive replacement around 100,000 km is advisable, particularly if original components are still fitted.
More reliable than the V10 predecessor, but still demands a dedicated maintenance budget
The S63TU twin-turbo V8 is a fundamentally strong engine that represents a major reliability improvement over the S85 V10 it replaced. Rod bearing concerns exist but are less severe than on earlier M engines, and the risk is significantly mitigated by regular oil analysis, short oil change intervals, and proper warm-up habits. The most common real-world issues are oil gasket leaks, VANOS solenoid degradation, and wastegate rattle — all well-understood and moderate in cost. The injector history and the DCT fluid maintenance record are important items to verify before purchase; the injector programme was a BMW North America warranty extension, not a recall. Post-2013 LCI cars with documented service history from an M specialist offer the best reliability prospects.
Complete service history
Full records from BMW dealer or recognized M specialist essential. Verify oil changes at 10,000 km intervals maximum on the grade the manual lists, 0W-30 or 0W-40, alternatively 5W-30 or 5W-40. Check whether DCT fluid has been changed.
Cold start observation
Start the engine completely cold. Listen for any knocking, rattling, or ticking in the first 30 seconds. Watch for blue/gray smoke from the exhaust indicating valve stem seal wear.
Extended test drive
Minimum 30 minutes including highway speeds and varied throttle inputs. The engine and DCT need to reach full operating temperature to reveal issues.
Oil level and condition
Read the level on the iDrive oil display, since this car has no dipstick, and smell an oil sample if one can be drawn. Fuel odor indicates injector-related oil dilution, which is a serious concern. Dark or low oil suggests neglected maintenance.
Specific for this vehicle
Check for fuel smell in engine oil
The F10 M5 measures oil level electronically and has no dipstick, so ask the seller for a warm-engine oil sample from the drain plug or have a specialist take one. This is the most important check on any F10 M5 — fuel-diluted oil accelerates bearing wear and indicates injector failure.
Listen for turbo wastegate rattle at 1,500-2,500 rpm
During the test drive, accelerate gently from low rpm. A metallic rattling sound indicates wastegate wear. Note severity — mild rattle is common and cosmetic, but severe rattle with boost faults requires attention.
Inspect engine for oil leaks on a lift
Look around the valve covers and the oil pan for seepage or active drips. Oil on the exhaust manifolds indicates leaks needing repair. The S63TU has no top-mounted oil filter housing, so that gasket is not a leak point here.
+ 4 more checksShow less
Verify oil pump recall (2013 models)
Cars manufactured July-September 2012 were recalled for an oil pump defect that can cause complete engine failure. Contact BMW with VIN to verify recall completion.
Test DCT in low-speed driving
Drive slowly through parking areas and stop-start traffic. Feel for jerky shifts, hesitation, or shuddering from the DCT. Ask about the last DCT fluid change.
Request an oil analysis report
If the seller has recent oil analysis results, review for copper and lead levels (indicating bearing wear) and fuel dilution. If not available, budget for one immediately after purchase.
Check coolant level and cooling system
Low coolant without visible leaks may indicate internal cooling system failure. Look for coolant residue around the water pump and thermostat housing area.
Takata airbag inflator - the F10 campaigns are staged, covering 2012-2014, 2015 and 2016-2017 production including extension 0032620300, and depend on the VIN and the inflator actually fittedCritical - verify completed
Takata inflator possibly fitted during an earlier steering wheel replacement - campaign 0032790300, VIN-dependentCritical - verify completed
Contact BMW with the VIN to verify all recall campaigns have been completed. The oil pump campaign is the critical one, as the defect can cause sudden and complete engine failure. The Takata actions were issued in stages rather than as one blanket campaign, and one of them exists only because a replacement steering wheel may have introduced an affected inflator, so a VIN answer is the only reliable one. Some campaigns often listed for the F10 do not reach the M5: the rear driveshaft flexible disc action covered the 535i and 535i xDrive, and the coolant pump connector recall is a US campaign for other engines and models. European recall status can only be confirmed through a BMW dealer.
Warranty Status
Factory warranty (2 years, no km limit)Expired on all F10 M5 models
BMW 2+1 extended warranty (from Nov 2016)Not applicable (F10 M5 production ended October 2016)
Injector extended warrantyNorth America only: 10 years / 120,000 miles on specified 2013-2015 cars, no European equivalent
Rust perforation warranty (12 years)May still apply on 2014-2016 models
All F10 M5 models are well outside their original 2-year factory warranty. The fuel injector extension that turns up in searches is a BMW North America programme for specified 2013-2015 cars in the United States and Puerto Rico, not European cover, so a European car has nothing to claim under it. The 12-year rust perforation warranty may apply to later production cars. Budget for all repairs out of pocket: third-party warranty providers may offer limited coverage but often exclude high-performance components.
Sources: Research draws on model-specific owner forums and owner communities, recall information from official authorities, German automotive press, and multiple workshop cost references cross-checked against each other.
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.
