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Technical Reference

S63 Timing Chain Or Belt?

The BMW S63 4.4‑litre twin‑turbo V8 (found in the F10 M5, F90 M5, F92 M8, and X5M/X6M) uses a timing chain — duplex primary, simplex secondary, with hydraulic tensioners and plastic guide rails. This page gives the definitive specification, the high‑mileage failure pattern, and what to check before buying.

BMW S63 4.4 twin-turbo V8 engine, cutaway showing timing chain arrangement with primary and secondary chains visible
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Chain
Duplex primary
Simplex secondary
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410
S63B44 enquiries
2025 [EM‑VERIFIED]
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20+
Vetted BMW
specialists
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70%
BMW repair‑to‑value
threshold

Yes — the S63 uses a timing chain, not a belt. The primary drive is a duplex roller chain between the crankshaft and the intermediate shaft, and from there to the camshafts via simplex chains. The system is robust but the plastic guide rails and hydraulic tensioners can wear on high‑mileage or track‑used cars.

This is a technical reference — no opinions, just the specification, the failure pattern, and a step‑by‑step verification procedure.

The Specification Table

SpecValue
TypeTiming chain — not belt
Primary driveDuplex roller chain, crankshaft → intermediate shaft
Secondary driveSimplex chain, intermediate shaft → camshaft per bank
Tensioner typeHydraulic, oil‑pressure driven [PLACEHOLDER — confirm vs workshop manual]
Guide rail materialPlastic, known to brittle‑fracture on high‑mileage examples
BMW specificationS63TÜ (2018+) revised guide‑rail retention [PLACEHOLDER — confirm vs TSB]
Inspection intervalEvery 80,000 miles or when timing covers are open

Figures marked [PLACEHOLDER] need confirmation against the S63 workshop manual — flagged here deliberately rather than guessed.

Variant Differences

The S63 appeared in several power levels across different M models — the core chain drive remained identical, but guide‑rail material and tensioner design were updated over the production run.

VariantYearsPower (PS)Guide‑rail revision
S63B44 (F10 M5, F12/F13 M6)2011–2016560–575Original plastic, prone to fracture
S63B44TÜ (F90 M5, F92 M8)2018–present600–625Reinforced, improved retention clips
S63B44TÜ (F95 X5M, F96 X6M)2020–present600–625Same as TÜ, with additional oil cooling

Notes & Caveats

The S63 timing chain system is fundamentally durable — unlike the N47, the S63 does not suffer from catastrophic guide‑rail failure on every car. However, the plastic guides do become brittle with age and heat cycles, and once a guide breaks, the chain can jump, bending valves almost instantly. Independent specialists we've spoken to [EM‑INTERVIEW] report that most failures occur on cars that have had extended oil‑change intervals (BMW's 15,000‑mile "condition‑based" service) — the oil loses its ability to maintain tensioner pressure, allowing the chain to slap against the guides. This is one of the few engines where preventative guide inspection at 80,000 miles is genuinely cost‑effective, especially if the car has seen track use.

For the full consequence of ignoring chain wear, see the N63 oil consumption failure page — the two issues often co‑occur on neglected cars, as both are linked to oil pressure and timing integrity.

Common Mistakes

How to Verify on the Actual Vehicle

The S63 timing covers are at the front of the engine, behind the alternator and the water pump. A specialist can inspect the chain and guides via the oil‑fill cap and by using a borescope through the timing‑chain inspection hole on the left‑hand bank — but the only definitive check is to open the timing cover. The recommended method is:

  1. Cold‑start rattle test — listen for more than 2 seconds of rattle.
  2. Oil pressure check — low pressure at idle can indicate a failing tensioner.
  3. Borescope inspection — view the guides through the front timing cover plug.
  4. If in doubt, drop the oil pan — plastic debris from guides is the final warning sign.

Full details in the Engine Number Location guide — confirm you have an S63 before ordering parts.

Why This Specification Matters

The S63 is BMW's high‑performance version of the N63, and its chain drive is a critical part of the engine's ability to sustain high revs and track abuse. Unlike a belt, a chain does not have a mandatory replacement interval, so owners assume it lasts forever. The reality is that the plastic guides and hydraulic tensioners are consumables. If a guide fails at speed, the chain jumps, and the engine is effectively destroyed. The repair cost of a full chain replacement (£4,000–£6,500) is often 40–60% of the car's value on a high‑mileage M5 or M8, which is why the 70% BMW scrap threshold applies — if the chain has snapped, the engine is a write‑off; if it's caught early, it's an expensive but viable repair.

This is also why the economics of 5‑Series engine replacement page exists — the decision is based on whether you're dealing with a snapped chain (scrap) or worn guides (repair).

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Every Figure Sourced Unverified numbers are flagged, never guessed.

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Last Verified April 2026 Reviewed on a regular schedule, not left to go stale.

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20+ Vetted BMW Specialists Real workshop insight behind the caveats, not just the spec sheet.

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100% Independent No sponsors, no manufacturer influence.

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