BMW S58 Engine Profile — G80 M3 / G82 M4 / G87 M2

Engine overview

What BMW learned from 20 years of M engines.

The BMW S58 is a 3.0-liter twin-turbocharged inline-six introduced in 2019 in the F97 X3 M and F98 X4 M before finding its way into the G80 M3, G82 M4, and G87 M2. It is the direct successor to the S55 and shares over 80% different parts from the B58 it's based on — virtually everything has been re-engineered to be stronger, more capable, and more tunable.

BMW fixed every weakness of the S55 in one engine. Single-piece crank hub — no more spun hubs. Forged steel crankshaft with spherically ground crankpins — race-spec processing. Forged connecting rods pulled from the S63TU4 — the same rods used in BMW's twin-turbo V8. MAHLE forged pistons with anti-friction coating. 3D-printed cylinder head that optimizes coolant and oil flow passages in ways casting cannot achieve. Closed-deck block. Dual 350-bar HPFPs.

The Red Bull Driftbrothers ran a 1,000hp S58 for two years and 30+ drift events. BMW M engineers disassembled it afterward. No wear on pistons, conrods, main bearings, or crankshaft. Injectors intact. Head gasket perfect. This is not marketing — BMW published the results. The S58 is built to last at extreme power levels when maintained correctly.

Vehicles

Where you'll find it.

G80 M3 / M3 Competition

2021–present

RWD & xDrive · 473hp / 503hp

G82 M4 / M4 Competition

2021–present

Coupe · RWD & xDrive · 473hp / 503hp

G83 M4 Convertible

2021–present

Convertible · 503hp Competition

G87 M2

2023–present

F-chassis successor · 453hp

F97 X3 M / M Competition

2019–2023

First S58 application · 473hp / 503hp

F98 X4 M / M Competition

2019–2023

S58 debut platform

G80 M3 CS

2023–present

543hp · 240mph limited

G82 M4 CS

2023–present

543hp · Track focused

Displacement

2,993cc · 3.0L

Configuration

Inline-6 · Twin-Scroll Turbos

Compression

9.3:1 — lower than S55 for more boost

Bore × Stroke

84.0mm × 90.0mm

Redline

7,500 RPM

Fuel Injection

Dual HPFP · 350 bar · Bosch direct inject

Block Design

Closed-deck aluminum

Cylinder Head

3D-printed aluminum · Optimized flow

Crank Hub

Single-piece — no slipping

Connecting Rods

Forged steel from S63TU4

Pistons

MAHLE forged · anti-friction coated

World Record

1,049hp — stock internals proven

Maintenance schedule

What the S58 actually needs.

Oil Change

Every 5,000 miles

BMW says 10k — use 5k. BMW LL-01 full synthetic. 6.5 quarts. Monitor oil pressure: 30+ PSI idle, 80+ PSI WOT.

Spark Plugs

Every 30k stock · 15–20k tuned

NGK 93560 (SILKGR9A7ES) — one step colder. BMW says 60k–100k. Ignore that. Do all 6 at once.

Coolant

Every 2 years / 30,000 miles

OEM BMW coolant or equivalent. Monitor monthly. Three-radiator setup — more potential leak points than most engines.

ZF 8-Speed Trans Oil

Every 60,000 miles

BMW says sealed for life. It's not. Change it at 60k. Critical on any car that sees track time.

Walnut Blast

Every 40,000–60,000 miles

Direct injection carbon buildup on intake valves. Walnut blasting is the only effective cleaning method. Seafoam doesn't work.

VANOS Screens

Clean at every major service

Pull solenoids and clean screens with CRC MAF cleaner at every 30k service. Prevents the most common S58 CEL for free.

Known failure points

What will get you.

The S58 is the most reliable M engine BMW has built. That doesn't mean maintenance-free. These are the six things that develop on real-world S58s — all preventable with proper maintenance intervals.

Spark Plug Wear — More Frequent on Tuned Cars

Moderate30k stock · 15–20k on any tune · Do not skip

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BMW says spark plugs are good for 60,000–100,000 miles. BMW is wrong — at least for anyone who drives their S58 the way it was designed to be driven. For stock cars: replace every 30,000 miles. For tuned cars on any flash tune: replace every 15,000–20,000 miles. The S58 runs high cylinder pressures and the plugs take a beating. Worn plugs cause misfires, reduced power, and can damage the turbochargers over time. The correct plug is NGK 93560 (SILKGR9A7ES) — one step colder than the stock heat range 8. This is the right plug for both stock and tuned S58s.

P0300P0301–P0306

Parts & costs

NGK 93560 — stock and tunedNGK SILKGR9A7ES$15–20 each

Replace interval — stockEvery 30,000 miles—

Replace interval — tunedEvery 15,000–20,000 miles—

Oil pressure at WOT80+ PSI requiredMonitor with gauge

VANOS Solenoid — O-Ring Degradation

ModerateDevelops with age and heat cycles · Clean screens first

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The S58 shares the VANOS solenoid O-ring failure mode common across BMW's modern engine lineup. The rubber O-ring on each solenoid degrades from heat and repeated thermal cycling. When it fails, oil bypasses the seal and disrupts VANOS actuation — rough cold idle, power loss across the RPM range, and CEL. The solenoids also clog with contaminants from degraded oil. This is why oil change interval matters enormously on the S58. Clean solenoid screens with CRC MAF cleaner before replacing — free fix 60% of the time. The S58's timing chain is rear-mounted, placing the VANOS components at the back of the engine — access is more involved than older BMW engines but does not require engine removal.

2A822A87

Parts & costs

VANOS solenoid — intake11367610761$80–120

VANOS solenoid — exhaust11367610761$80–120

Clean screens firstCRC MAF cleanerFree fix first

Oil change intervalEvery 5,000 milesPrevents clogging

Valve Cover Gasket Oil Leak

ModerateDevelops 60–100k · Check plug wells for oil

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The S58 valve cover gasket degrades with age and heat just like every BMW before it. On the S58 the PCV system is integrated directly into the valve cover — when the PCV diaphragm fails, boost pressure spikes into the crankcase and destroys the valve cover gasket faster. The fix for tuned cars is a catch can with check valves on the valve cover ports. This protects the PCV diaphragm from boost and keeps the gasket alive longer. Check spark plug wells for oil at every service — oil in the plug wells means the gasket is leaking.

Parts & costs

Valve cover gasket11127591696$40–60

Catch can — S58 specificVarious$150–350 installed

PCV check valvesBMR Fabrication$80–120

DIY difficultyModerate2–3 hours

Carbon Buildup on Intake Valves

ModerateDirect injection engines · Walnut blast every 40–60k

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The S58 uses direct injection — fuel sprays directly into the cylinder, bypassing the intake valves entirely. This means oil vapors from the PCV system coat the back of the intake valves with no fuel wash to clean them. Over time, carbon deposits build up and restrict airflow, causing rough idle, reduced power, hesitation, and poor throttle response. Some S58 variants use a dual injection system (direct + port) which significantly reduces carbon buildup. For pure DI variants, walnut blast the intake valves every 40,000–60,000 miles. This is the only effective cleaning method — seafoam and other additives do not work on direct injection engines.

Parts & costs

Walnut blast serviceSpecialist required$300–600 at shop

IntervalEvery 40,000–60,000 miles—

Catch canReduces carbon buildup$150–350

DIY difficultyAdvancedSpecial equipment required

Coolant Loss — Expansion Tank and Hoses

ModerateMonitor monthly · More common on early S58 examples

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Early S58 owners reported coolant loss from the expansion tank and associated hoses. The S58 has three radiators plus a dedicated intercooler cooler circuit — complex cooling architecture with more potential leak points than a simpler setup. Monitor coolant level monthly. If you're losing coolant without a visible external leak, investigate immediately — internal coolant loss on any turbocharged engine is serious. Replace the expansion tank proactively at 60,000 miles. Replace coolant every 30,000 miles or 2 years regardless of appearance.

Parts & costs

Expansion tank17138743756$80–120

Coolant flush intervalEvery 30k miles / 2 years—

ZF 8-speed trans oilChange every 60kBMW says sealed for life — ignore

MonitorMonthly coolant check—

Eccentric Shaft Sprocket Wear — High Mileage

ModerateHigh mileage S58s · Valvetronic fault codes · Not preventable

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On high-mileage S58 engines the eccentric shaft sprocket in the Valvetronic system wears down over time. This is a slow-developing issue that announces itself with Valvetronic or VANOS fault codes. When pulling the eccentric shaft on worn engines, wear on the sprocket teeth is clearly visible — enough that the system won't accept a ISTA re-learn after reassembly. There is no preventive maintenance for this issue other than monitoring for fault codes on high-mileage cars. If you're doing an engine build for any reason, replace the eccentric shaft and sprocket while you're in there.

Valvetronic fault2A82

Parts & costs

Eccentric shaft sprocketVarious OEM$200–400

Monitor for codesISTA diagnosticsAt every service

Replace during engine buildOpportunistic fix—

Tuning guide

Stage breakdown.

The S58 is arguably the most tunable production BMW engine ever built. Closed-deck block. Forged steel crank from S63TU4. MAHLE forged pistons with anti-friction coating. 3D-printed cylinder head optimizing coolant and oil flow. 350-bar dual HPFPs. Single-piece crank hub. BMW fixed every weakness of the S55 and built something that runs 1,000hp on stock internals with two years of hard driving and comes apart clean.

The Red Bull Driftbrothers ran a 1,000hp S58 for two years and 30+ drift events. BMW M engineers disassembled it afterward — no wear on pistons, conrods, main bearings, or crankshaft. Injectors intact. Head gasket perfect. This engine is built for punishment.

The tuning platforms are MHD, BM3, and EcuTek. MHD is the most accessible entry point. BM3 is the favorite for advanced tuning. EcuTek for the most granular control. Below is the free overview — members get the full stage breakdown with exact dyno numbers, E85 blend maps, and the turbo upgrade path to 1,000+hp.

Stage 1

Flash tune only

530–560hp

~550 lb-ft · 93 octane

MHD, BM3, or EcuTek flash

Fresh NGK 93560 plugs required

5k mile oil changes mandatory

~55–75whp gain over stock

Stage 2

Downpipe + tune

580–620hp

~600 lb-ft · 93 octane

ARM S58 catted or catless downpipes

ARM S58 intake

MHD or BM3 Stage 2 map

Catch can strongly recommended

Members only

Stage 2+ E85 Build

Exact dyno numbers, fuel blend maps, supporting mods list

Unlock →

Stage 2+

E85 blend

670–720whp

Stock turbos · E30–E50

Members only

Turbo Upgrade Path

800–1,000+hp build breakdown · KLM 6870 · built motor specs

Unlock →

Stage 3+

Upgraded turbos

800–1,000+hp

Built motor territory

Build routes

Which route are you on?

Stock & Sorted

473–503hp · Factory

5k mile oil changes — mandatory

NGK 93560 plugs at 30k

Coolant every 2 years

ZF trans oil at 60k

VANOS screens cleaned

Catch can installed

Flash + Bolt-ons

580–620hp · Stage 2

Everything in Route A

MHD or BM3 Stage 2 flash

ARM S58 catted downpipes

ARM S58 intake

Plugs every 15k on tune

Oil every 4k on tune

Members only

Route C — E85 Build

Full parts list · Flex fuel setup · 670–720whp breakdown

Unlock →

E85 Flex Build

670–720whp

Members only

Route D — Turbo Build

800–1,000+hp · KLM 6870 · Built motor · Full breakdown

Unlock →

Turbo Build

800–1,000+hp

Performance upgrades

ARM Motorsports — S58.

ARM Motorsports — S58 Parts

Direct product links · Lifetime warranty on all products

ARM's S58 lineup covers the G80 M3, G82/G83 M4, and G87 M2. Downpipes, midpipes, intake, crossover pipe, and exhaust tips all available with ARM's lifetime warranty. The S58 downpipes are one of the highest-value Stage 2 mods — paired with a tune they're worth 80–120whp on their own.

S58 Intake — G80 M3 / G82 M4 / G87 M2

$267

Shop ARM ↗

S58 Catted Downpipes — G80 M3 / G82 M4

$697

Shop ARM ↗

S58 Resonated Downpipes — G80 M3 / G82 M4

$397

Shop ARM ↗

S58 4.5" Midpipe — G80 M3 / G82 M4

$797

Shop ARM ↗

S58 Midpipes — G80 M3 / G82 M4

$847

Shop ARM ↗

S58 Crossover Pipe — G80 M3 / G82 M4

$197

Shop ARM ↗

G80 M3 / G82 M4 Exhaust Tips

$227

Shop ARM ↗

S58 Intake Replacement Filters

$67

Shop ARM ↗

G80 Carbon Fiber Engine Cover

$389

Shop ARM ↗

GET ARMED — Shop all S58 parts →

Parts reference

Master part number list.

Budget = Amazon · OEM = ECS Tuning · Performance = specialist vendor

Oil Filter — OEM

OEM: 11427848321

Change every 5,000 miles on any tune — non-negotiable

Spark Plugs — NGK 93560 (each)

OEM: NGK SILKGR9A7ES

One step colder — correct for stock AND tuned S58

Ignition Coil Pack (each)

OEM: 12138616153

Do all 6 at once — never mix old and new

Valve Cover Gasket

OEM: 11127591696

Check plug wells for oil at every service

VANOS Solenoid — Intake

OEM: 11367610761

Clean screens first — free fix 60% of time

VANOS Solenoid — Exhaust

OEM: 11367610761

Same part both solenoids — do both at once

Expansion Tank

OEM: 17138743756

Replace proactively at 60k — plastic cracks without warning

Oil Drain Plug + O-Ring

OEM: 07119904632

Replace O-ring at every oil change — torque to 25 Nm