One of the most celebrated M cars of its generation, offering near-perfect balance and driver engagement. The N55-equipped M2 is the most reliable F87 variant - simpler and more robust than the later S55-powered Competition. This "T0" spec N55 uses upgraded S55 rod bearings, pistons, and oil pan designed to prevent oil starvation during track use. Main concerns: valve cover gasket oil leaks (very common), water pump failure around 80,000 km, turbo wastegate rattle (annoying but usually harmless), and plastic charge pipe cracking under boost. Differential rear bushing tears around 60,000 km. Carbon buildup on intake valves requires walnut blasting every 50,000-80,000 km. Both 6-speed manual and 7-speed DCT are reliable when maintained properly.
Common failure point allowing oil to seep externally, typically occurs 60,000-100,000 km · more· less
The valve cover gasket is one of the most common failure points on the N55 engine. Oil leaks from the valve cover typically appear as seepage on the back of the engine. If left unaddressed, low oil levels can cause serious engine damage. The N55 requires significant work to access the valve cover due to high-pressure fuel injection, sensors, electrical bundles, and air inlet piping. Labor takes approximately 4-5 hours. Independent BMW specialists charge €800-1,000 for the job; dealers €1,500-2,000. When replacing the valve cover gasket, the Valvetronic actuator gasket must also be replaced at the same time.
Water pump and thermostat failure€600 - €1,200
Electric water pump fails 70,000-100,000 km, thermostat often replaced at same time · more· less
BMW introduced electronically controlled water pumps for better temperature regulation, but they have shorter lifespans than mechanical pumps. N55 water pumps typically fail between 70,000-100,000 km. Symptoms include coolant warning light, engine overheating, or poor cabin heating. If the water pump fails while driving, it can leave you stranded and cause catastrophic engine damage from overheating. The thermostat often fails around the same mileage and is typically replaced together with the water pump to avoid repeating the labor. Many specialists recommend preventative replacement every 60,000 km to avoid being stranded. Parts cost approximately €400-500 for the electric pump/thermostat assembly; labor adds €200-700 depending on shop rates.
Turbo wastegate rattle€500 - €4,500
Wastegate actuator develops play causing metallic rattle at idle, common on N55 engines · more· less
A common N55 issue where the wastegate actuator arm develops play, causing a distinctive metallic rattle especially noticeable at idle and low RPM. The rattle typically does not affect performance but is annoying. Unlike the N54 where the wastegate flap itself rattles, on the N55 it's the hinged arm from the actuator. Can be caused by gentle driving or short trips allowing carbon buildup. BMW will not sell the electronic wastegate actuator separately - they require full turbo replacement. Actuator-only repair at specialist: €500-600. If turbo internals are damaged from the failed actuator, full turbo replacement: €2,000-4,500. Some owners report dealers replacing under warranty. Using premium fuel and regular spirited driving helps prevent this issue.
Differential rear bushing failure€500 - €1,200
OEM oil-filled rear diff bushing tears around 60,000 km causing drivetrain vibration · more· less
The differential has three bushings (two front, one rear). The rear oil-filled bushing is a known failure point on F87 M2, F80 M3, and F82 M4 models, typically cracking/tearing around 60,000 km. Symptoms include vibration, jerking during throttle application, or clunking sounds. While not a safety concern, it can cause issues with other rear-end components. The job is 90% labor - the entire rear subframe must be dropped, requiring disconnection of brake lines, exhaust, and driveshaft. Labor takes 6-9 hours. The rear subframe bolts are one-time use and must be replaced (critical - reusing them can damage body threads). Independent shop: €500-600; dealer: €1,100-1,200. Many owners upgrade to polyurethane bushings (Powerflex, Revshift) for improved longevity and reduced wheel hop.
Charge pipe cracking€200 - €600
Factory plastic charge pipe becomes brittle from heat cycles and cracks under boost · more· less
The OEM charge pipe between the turbo and throttle body is made of plastic that becomes brittle after repeated heat cycles. Under boost pressure, especially on tuned cars or aggressive driving, the pipe can develop cracks or completely split at the seams. This causes boost leaks, loss of power, and potential turbo damage from working harder to maintain boost. The plastic pipe also creates air turbulence reducing flow. Symptoms include loss of power, hissing sounds under acceleration, or rough running. Upgraded aluminum charge pipes from aftermarket suppliers (ARM Motorsports, Burger Motorsports, Turner Motorsport) cost €200-500 and solve this issue permanently. Installation is straightforward - can be DIY or 1-2 hours shop labor. Many owners proactively replace this even on stock cars to avoid being stranded.
High-pressure fuel pump failure€800 - €1,500
HPFP can fail 80,000-150,000 km causing hard starting, rough idle, or limp mode · more· less
The high-pressure fuel pump is a known N55 weakness, though less common than on the earlier N54. The pump supplies high-pressure fuel to the direct injection system. Failures typically occur between 80,000-150,000 km. The O-ring sealing the pump halves degrades over time causing pressure loss. Fuel contamination (dirt, debris, water) accelerates wear. Symptoms include hard starting, long cranking, rough idle, hesitation under load, reduced power, check engine light, or limp mode. In severe cases can leave you stranded. Updated Bosch revisions improved reliability. Requires removing intake manifold and throttle body for access. Parts: €300-800 depending on OEM vs aftermarket; labor: €200-700. Some N55 vehicles were covered under BMW's 10-year/120,000-mile HPFP extended warranty - check with dealer using VIN. Using quality fuel helps prevent premature failure.
Carbon buildup on intake valves€500 - €1,000
Direct injection engines accumulate carbon on intake valves requiring walnut blasting every 50,000-80,000 km · more· less
All direct injection engines including the N55 suffer from carbon buildup on intake valves because fuel is injected directly into the cylinder (not onto the valves). Without fuel washing over the valves, oil vapors from the crankcase ventilation system bake onto the valves forming hard carbon deposits. This is not a defect - it's inherent to direct injection design. Symptoms include rough idle, misfires, loss of power, reduced fuel economy, and hesitation. The only effective solution is walnut shell blasting - a media blasting process that removes carbon without damaging valves. Should be performed every 50,000-80,000 km depending on driving style (short trips and city driving accelerate buildup). Independent specialist: €500-750; dealer: €1,000+. BMW dealers often recommend this every 30,000 km. Some DIY kits available but require significant mechanical skill. This is mandatory preventative maintenance for all N55 engines.
7-speed DCT can develop rough shifts, overheating, or mechatronics faults if neglected · more· less
The 7-speed dual-clutch transmission (DCT) in the M2 is generally reliable when properly maintained but can develop issues. Common problems include rough or jerky shifts (especially when cold), clutch wear from aggressive driving or track use, overheating during spirited driving, and mechatronics unit faults. The DCT uses two clutches that can wear out over time, causing slippage and reduced performance. Critical maintenance: DCT fluid changes every 40,000-50,000 km (BMW says lifetime but this is incorrect for performance use). Track use generates additional heat and stress. Manual transmission M2s avoid these issues entirely - the 6-speed manual is highly reliable. If buying a DCT car, verify fluid change history and test drive thoroughly for smooth shifts. Hesitation, jerking, or overheating warnings are red flags. Clutch replacement or full mechatronics unit replacement can reach €3,000-3,500.
VANOS solenoid failure€300 - €700
Variable valve timing solenoids can fail causing rough idle, loss of power, or check engine light · more· less
The N55 uses variable valve timing (VANOS) solenoids to adjust camshaft timing for optimal performance and efficiency. Occasional failures occur, typically from oil contamination or electrical issues. Symptoms include rough idle, loss of power, hesitation, poor fuel economy, or check engine light with VANOS-related fault codes. The solenoids themselves are relatively inexpensive (€100-200 each), but labor adds to the cost as they're buried under the valve cover. Some shops replace just the failed solenoid; others recommend replacing both intake and exhaust solenoids together. Maintaining proper oil change intervals (every 10,000 km or annually) with quality oil helps prevent premature failure. If you see VANOS codes during pre-purchase inspection, factor in repair costs.
Reliable for a performance car, but maintenance is critical
The N55 M2 is considered the most dependable F87 variant and one of BMW's most reliable M cars. The "T0" spec N55 in the M2 uses upgraded internals from the S55 (rod bearings, pistons, oil pan) making it more robust than standard N55 engines. Most issues are well-documented, predictable, and can be caught early with proper inspection. The key is regular maintenance - oil changes every 10,000 km maximum, DCT fluid every 40,000-50,000 km for automatics, and proactive replacement of known failure items like water pump and charge pipe. Avoid heavily modified cars or those with poor service history.
Pre-Purchase Inspection Checklist
General checks
Complete service history
BMW dealer or reputable independent specialist records essential. Verify oil changes at proper intervals (10,000 km max). Track day use should have more frequent servicing.
Tires condition and matching
Check tread depth, age codes, and uneven wear. Mismatched brands indicate poor maintenance. Track cars often show excessive inner edge wear.
Cold start test
Engine must be completely cold. Listen for turbo wastegate rattle, unusual noises, or rough idle. Normal N55 may have slight ticking noise - this is typical.
Extended test drive
Minimum 30 minutes including highway speeds. Test acceleration, braking, and handling. DCT cars need full heat cycle to reveal transmission issues.
Diagnostic scan
Have a BMW-specific scanner check for hidden fault codes, especially VANOS, boost pressure, or cooling system errors.
Specific for this vehicle
Inspect for oil leaks around valve cover and oil filter housing
Look at the back of the engine for oil seepage. Very common issue on N55. Ask when valve cover gasket was last replaced.
Listen for turbo wastegate rattle at idle
Distinctive metallic rattle from driver's side at idle. While usually harmless, factor in potential turbo replacement cost. Test if rattle disappears with throttle application.
Check cooling system thoroughly
Verify coolant level and condition. Brown or milky coolant indicates problems. Ask when water pump and thermostat were replaced - should be done around 80,000 km.
Inspect charge pipe for cracks
Factory plastic pipe between turbo and throttle. Look for cracks or previous replacement with aluminum upgrade. Listen for hissing under acceleration.
Test for differential bushing play
During test drive, feel for vibration or clunking during throttle on/off transitions. Common failure around 60,000 km.
DCT transmission operation (if equipped)
Drive for 20+ minutes to get transmission fully warmed up. Check for smooth shifts, no jerking, no overheating warnings. Verify DCT fluid change history.
Check for carbon buildup symptoms
Rough idle, hesitation, or loss of power can indicate carbon buildup. Ask when walnut blasting was last performed (should be every 50,000-80,000 km).
Verify no modifications or tuning
Stock cars are more reliable. Tuned cars have higher risk of charge pipe failure, turbo issues, and clutch/DCT wear. Check for aftermarket parts.
Inspect brake pads and rotors condition
M2s driven hard or on track wear brakes quickly. Check for uneven wear, scoring, or thin pads. Track use should have upgraded brake fluid.
Head airbag inflator weld joint (2014-2015)Verify if applicable
DCT transmission splined connection (various years)Check for TSB
Contact BMW with the VIN to verify all recalls have been completed. The Takata airbag recall is particularly important for 2015-2017 vehicles. Check carproblemzoo.com/tsb/bmw/m2 for comprehensive list of technical service bulletins.
Warranty Status
Factory warranty (4 years / 80,000 km)Expired on all 2016-2018 M2s
BMW extended warranty (varies by region)€3,000-5,500/year depending on coverage
HPFP extended warranty (some vehicles)10 years / 120,000 miles - check with dealer
All 2016-2018 M2s are outside original factory warranty. BMW offers extended warranties (Platinum and Powertrain levels) typically costing €3,000-5,500 annually depending on coverage level and vehicle condition. Some N55 engines were covered under BMW's 10-year/120,000-mile high-pressure fuel pump extended warranty - verify with dealer using VIN. Extended warranty purchased while car is still under factory warranty is approximately 30% cheaper than waiting until warranty expires.
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.