What generation is the F80 BMW M3?

The F80 BMW M3 is the 5th generation

F80 BMW M3 Car Parts

The F80 M3 is the first M3 sedan to run a turbocharged inline-six from the factory. The S55 motor makes 425 hp and 406 lb-ft of torque through a twin-scroll twin-turbo setup, paired with either a 6-speed manual or the 7-speed DCT (GS7D36SG). BMW built the F80 on a diet. Aluminum hood, aluminum front subframe, carbon fiber driveshaft, and a CFRP strut brace cut weight compared to the outgoing E90. Curb weight sits around 3,530 lbs for the DCT car. The chassis runs a 5x120 bolt pattern with staggered 18-inch wheels from the factory (255/35 front, 275/35 rear on the base setup). Competition Package cars got 19s, stiffer adaptive dampers, and revised spring rates. Common mod paths start with a downpipe and tune. The S55 responds well to bolt-ons. A catless downpipe, charge pipe, and Stage 2 tune from will push north of 500 whp on pump gas. Wheel fitment gets interesting with the F80 because fender clearance is tight up front. Most people run 19x9.5 +22 to +35 front, 19x10.5 +25 to +35 rear on coilovers. BC Racing BR or KW are the go-to entry points for suspension.

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About the F80 BMW M3

Factory bolt pattern is 5x120 with a 72.56mm hub bore. Stock wheels are staggered 18x9 front and 18x10 rear on the base car, with 19s optional from the factory. Offsets run in the mid-20s up front and low-to-mid-30s out back depending on the wheel package. If you're shopping aftermarket, those numbers are your starting reference point, but always cross-check against your specific suspension setup and fender work before committing.

It does. BMW fitted the F80 with an active M differential (electronically controlled limited-slip). It adjusts locking percentage on the fly based on throttle input, steering angle, and yaw rate. On track, it's genuinely effective and one of the reasons the F80 rotates so well under power. Some owners running dedicated track setups swap to a mechanical Drexler or OS Giken unit for more predictable lockup, but the stock diff is far better than the open diffs BMW used on non-M cars.

The S55B30, a 3.0-liter twin-turbocharged inline-six. Stock output is 425 hp and 406 lb-ft in the standard car, bumped to 444 hp in the Competition Package. The S55 shares its basic architecture with the N55 but uses a closed-deck block, forged crank, and individual throttle bodies. It responds well to bolt-on modifications. A downpipe and tune will push north of 500 whp on the stock turbos without much drama.

Crank hub failure. The S55's crank hub uses a press-fit design that can slip under sustained high-RPM load, especially on cars making more power than stock. Once it slips, ignition timing goes haywire and you're looking at engine damage. A pinned crank hub is considered mandatory if you're tracking the car or running any kind of tune. It's a well-documented issue across F80 forums and most reputable BMW performance shops will flag it immediately.

The front uses a double-joint MacPherson strut setup and the rear is a five-link arrangement. Lowering the car introduces negative camber up front faster than most owners expect. You'll want adjustable camber plates on the front strut tops to dial it back in. Out back, adjustable rear upper camber arms are the move. BMW's factory alignment specs are conservative, so even at stock height, most track-focused owners run more negative camber than the dealer sets.