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M compound discs standard; M carbon-ceramic brakes optional.
The BMW M3 (F80, 2015-2018) is the first turbocharged M3 and the generation that split the name: from here on 'M3' is the four-door sedan and 'M4' the coupe and convertible, all on the same F8x hardware. Power comes from the S55B30T0, a 3.0-liter twin-turbo inline-six making 425 hp (431 PS) and 406 lb-ft (550 N·m), driving the rear wheels through a 6-speed manual or a 7-speed M-DCT dual-clutch with an active M limited-slip differential.
It uses an aluminum hood and front fenders and a carbon-fiber-reinforced-plastic roof to trim weight and drop the center of gravity. From 2016 an optional Competition Package raised output to 444 hp (450 PS), retuned the differential and stability control, firmed up the suspension and added 20-inch wheels. It's the sedan-only successor to the E90 M3, replaced by the G80.
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It raises the S55 to 444 hp (450 PS), retunes the electronic differential and stability control, firms up the suspension and fits 20-inch wheels. It's the sharper version of the same car rather than a different one mechanically, and it became the basis for the 30 Jahre edition.
It's a real, widely reported S55 concern shared with the F82 M4 and the M2 Competition/CS: the crank hub is a friction-fit design that can slip on the crankshaft nose and lose timing, worst case damaging the engine. It's most discussed on tuned or high-mileage cars, and aftermarket keyed-hub fixes exist. On a stock, well-documented car the failure rate is debated rather than a certainty, so it's a reason to buy carefully, not to avoid the model.
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