N54 spec sheet: every factory number on one page

One page, every number the factory data carries for the N54, each row cited to the technical-data document that owns it. This is the page to have open on the bench: the identity block for what the engine is, the wear limits for what it's allowed to become, the pressure floors for what it must hold, and the fastener table for the torque at every step. Job context lives in the guide that owns each job — this sheet owns the numbers, and links to them.

Engine identity — 11 00 technical data

Two engines, one set of numbers: the N54 and N54T (the later 335is/1M/Z4 35is output state) share every row above — the technical data documents them together, and the tables on this page carry no split between them. The compression row belongs to a warm engine with all plugs out and the throttle open; the per-cylinder deviation limit is the more diagnostic number of the two.

Block and bores — 11 11 technical data

The factory carries exactly two bore stages — new and one oversize — and no machining data beyond them. A worn block past stage 1's fit is a replacement-block conversation, not a grind; that is the factory data's shape, not our opinion. The bore guides the rebuild-overview conversation.

Crankshaft, bearings, end play — 11 21 technical data

The journal grades are a selection system — the block and crank are graded at the factory and shells are picked to match, which is why the color-classification law exists. Undersize service stages beyond these grades are not carried in the technical data; if your machine shop proposes a grind, the factory's numbers stop here and their spec sheet takes over. The rod-and-main-bearings guide walks that whole decision.

Rods, pistons, rings — 11 24 / 11 25 technical data

The oil-control assembly's "cannot be measured" row is the factory being honest about a three-piece design: there is no single surface to measure, so ring health reads out of oil consumption, not a feeler gauge. The pistons-and-rings-install guide owns the gap-clocking law and the file-fit honesty for tuned builds.

Head, seats, guides, valvetrain — 11 12 / 11 31 / 11 34 technical data

The two rows builders argue about most are both honest limits, not opinions: the 0.3 mm deck cut before the head is scrap metal (the head-gasket-and-tty-bolts guide owns the compression math that follows a max cut), and "valve guides are not available as replacement parts" — the factory's answer to a worn guide is the exchange-head program, not a press-in part. The valvetrain-and-timing-refresh guide translates the rest into a refresh decision.

Oiling — 11 40 / 11 41 technical data

The idle floor is a HOT number — oil pressure at idle on a cold-start cold-oil morning runs far higher, and a warm engine that cannot hold 1.5 bar at idle is telling you something the gauge should not talk you out of. The engine-oil-change-guide owns the LL-01 honesty and the overfill warning; the oil-system-prime-and-break-in guide owns what these floors mean on a fresh build's first start.

Cooling and fuel test points — 17 00 / 13 53 technical data

The 1.5 bar row is the cooling-system pressure-test ceiling — it is how you find leaks without creating them; the coolant-service-and-bleeding-guide owns the bleed law and the mixture honesty. The 5 bar row is the low-pressure side's leak-down test point, the bookend to the high-pressure fuel diagnostics in the LPFP guide. Per the factory data we hold: the coolant mixture ratio and the exact long-life coolant part specification are referenced, not carried — the fill procedures point to the operating-fluids specification, and that layer is not in our extract.

Ignition — 12 12 torque data

The torque table's condition is "unlubricated" and it means it — the spark-plug-and-coil-guide owns the damage warnings (oiled threads under-torque and work loose; the thread's condition, not the wrench, becomes the spec). Plug gap is honestly not on this page: the torque documents carry no gap for any engine, because the gap lives in the plug's own specification, which our factory extract does not carry. Run the catalog plug as it ships on a stock tune; the plug guide owns the one-step-colder and gapping honesty for tuned cars.

The fastener spine — torque-plus-angle table

Every N54 torque-plus-angle fastener the wiki carries, on one table. Full context, sequences, and the one-time-use laws live in the owning guides; every torque in the wiki is also in the torque-specs-master-index with its owner.

The damper's own limits — 11 23 technical data

A damper runout check after any hub work is cheap and the limit is generous — but a damper that walks visibly at idle is past a number, not past a feeling. The crankhub guide owns what runout after a hub job usually means: the friction-plate stack, not the damper.

Chassis-count honesty — what this sheet does and does not carry

The capacities tables above carry every chassis row our factory extract holds for the N54: E60/E61, E70 (xi), E82/E88/E89, E90–E93, F01/F02. What the extract does not carry, stated plainly: the N54's power and torque ratings by chassis (the documents we hold are service data, not sales data — we will not quote numbers we cannot cite), the coolant and oil specification part numbers themselves (referenced by the procedures, not included in our layer), and any fixed service interval — the interval system on these cars is condition-based, calculated off fuel burned and duty, and the honest interval conversation lives in the oil guide and the revision loop. For the manual-gearbox oil grade: the transmission capacity document's own grade row reads "refer to operating fluids specifications" — the 7.8-litre initial-fill number for the six-speed manual is carried, the grade routing is honest, and the fluids-and-capacities-bible keeps that split.

The B58's counterpart page is the b58-factory-spec-sheet — the same discipline, that engine's own documents, and its own honest gaps (the B58's bore and stroke are not carried in our extract; its piston, ring, clearance, and fastener data very much is).