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No Longer FS: Dismantled N54 Short Motor $1,000
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12-09-2019, 04:57 PM | #1 |
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No Longer FS: Dismantled N54 Short Motor $1,000
Dismantled N54 short motor suitable for someone wanting to rebuild a motor. Block and crankshaft have been checked by Wynnum Engine Reconditioning. Block has been decked 0.004". As measurement show below block will need to be bored to Stage 1 (84.250 mm). Crank has had the journals polished. Journals and bores have all been measured. New conrods and pistons would be required. As all these parts would be difficult and costly to freight, a local buyer would be preferred. $1,000.
BMW N54 Engine Measurements Crankshaft Main Bearing Journals N54 B30 Ground sizes of main bearing journals Main bearing journal Original (designation S1) 55.998...55.993 mm Original (designation S2) 55.992...55.987 mm Original (designation S3) 55.986...55.981 mm Crankshaft bearing clearance, radial 0.020...0.046 mm Max. permitted runout at centre crankshaft journal 0.15 mm Main Bearing Journals (Crankshaft) Main Tunnels (Block) 1. 55.982 S3 61.993 2. 55.990 S2 61.993 3. 55.995 S1 61.993 4. 55.994 S1 61.995 5. 55.992 S2 61.992 6. 55.992 S1 61.992 7. 64.987 S2 61.990 Crankshaft Conrod Journals N54 B30 Ground sizes of conrod bearing journals Stage (b) 49.9730 ... 49.9834 mm Stage (r) 49.9835 ... 49.9930 mm Radial conrod bearing play 0.025 ... 0.070 mm Crankshaft Conrod Journals 1. 49.985 Stage (r) 2. 49.990 Stage (r) 3. 49.987 Stage (r) 4. 49.987 Stage (r) 5. 49.990 Stage (r) 6. 49.985 Stage (r) Engine Block Cylinders N54 B30 Bore ∅ stage 0a) 84,000+0,02 mm Bore ∅ stage 00 a) Bore ∅ stage 1 a) 84,250+0,02 mm Permitted out-of-round of cylinder bore a) 0,01 mm Permitted conicity of cylinder bore a) 0,01 mm Permissible total wear tolerance between piston and cylinder (engine operated) 0,15 mm All Bores are 84 + 0.025-0.05 mm Last edited by Coupes33; 04-26-2021 at 09:28 PM.. |
12-10-2019, 12:55 AM | #2 |
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Why you selling Coupes??
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12-10-2019, 02:16 PM | #3 |
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I was considering rebuilding it but to do it to my standard was going to cost around $12,000. That included forged conrods & pistons, ARP bolts throughout the engine; new gaskets, seals, timing chain, oil pump chain & aluminium bolts; Schrick low lift camshafts, ledges and VAC Stage 2 head. The exhaust camshaft out of my old engine has a lobe that is pitted all round it so would need replacement anyway. This is the reason for the Schrick camshafts. Also, there is no point forking out heaps of money for an engine that is more reliable but has no performance advantage. It would cost just as much to buy and import a Ghassan built 800 hp engine which costs $6,990 US. That is the reason I am selling this engine Socks. I will leave my current engine as is at the moment.
Last edited by Coupes33; 12-10-2019 at 04:04 PM.. |
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04-26-2021, 09:28 PM | #5 |
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No longer for sale as rebuilding engine
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04-27-2021, 04:20 AM | #6 |
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04-27-2021, 06:04 PM | #7 |
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Yes, I decided to keep the Beemer and do some more work on it. I have the head away getting ported, polished and refurbished. The bottom end is at Prestige and Performance getting forged rods and pistons and assembled. After installing this engine, I will go back to 100% E85 and see if I can improve on my 10.7s time. I would also like to get the exhaust flowing better but without droning or excessive noise.
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04-28-2021, 03:21 AM | #8 | |
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Regarding the exhaust I've often thought about exactly that. Two ideas came to mind. 1st. stock exhaust with exhaust cutouts and appropriate mapping on the exhaust valves so that it's Jekyll and Hyde when I need it to be(the sport button switching has been mapped out now in CAN messages and in the tune so it's achievable 2nd figure out the stock exhaust resonant frequency notch and replicate that with a larger diameter system also just go balls out front guard exit. But I'm a fucken gentleman.
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04-28-2021, 04:00 AM | #9 | |
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Last edited by Coupes33; 04-28-2021 at 04:07 AM.. |
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04-28-2021, 04:56 AM | #10 | ||
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I did read on spool street that aggressively tuned twins can produce really high cylinder pressures that can bend rods ? I think it was v8bait posted it... could it be that ?
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04-29-2021, 04:24 AM | #11 | |
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04-29-2021, 05:19 AM | #12 |
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I can certainly understand why a bigger exhaust post turbine would be beneficial. It's all about pressure difference after all. The bigger the difference pre and post turbine the more torque you create on the turbo shaft and the more air the compressor can move.....
If you've got a link to the video where they mention the rods I'd like to learn more ?
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04-29-2021, 03:33 PM | #13 | |
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