Product successfully added to your shopping cart
Quantity
Total
There are 0 items in your cart. There is 1 item in your cart.
Total products
Total shipping To be determined
Total
3.0L 24v - N54B30
Manufacturers
3.0L 24v - N54B30
Warning: Last items in stock!
New product
Set of 6 forged connecting rods in 4340 steel for the BMW 3.0L 24V Twin-Turbo N54B30.
The BMW N54B30 (commonly known as the “N54”) is a 3.0L twin-turbo inline-six with direct injection, unveiled at the 2006 Geneva Motor Show. BMW’s first mass-produced turbocharged petrol engine since the M106 (1986), it displaces 2,979 cc (84 mm bore × 89.6 mm stroke) and combines an open-deck aluminium block, a forged crankshaft, a DOHC double-VANOS cylinder head and high-pressure direct injection (High Precision Injection with piezo injectors). Its two turbochargers cut response time; 10.2:1 compression ratio, 7,000 rpm redline. It was produced from 2006 to 2016.
Launched on the BMW 335i (3 Series E90/E91/E92/E93), the N54 also powers the 135i, 1 M Coupé, 535i, 740i, X6 xDrive35i and Z4 sDrive35i/35is, with around 306 to 340 hp depending on version and roughly 400 N·m of torque. Renowned for the strength of its bottom end, the N54B30 is one of the most popular tuning platforms: to make high power reliable, the original rods are replaced with reinforced 4340 forged connecting rods, paired with forged pistons.
Machined from high-strength 4340 steel, reinforced forged connecting rods strengthen the bottom end as soon as power rises. They become essential when switching to forged pistons, raising the rev limit, increasing boost pressure or gaining displacement, all cases where the original rod reaches its limits.
Designed to withstand the high stresses of tuned engines (turbocharged and supercharged alike), these forged connecting rods cover every discipline (rally, drift, drag, circuit and track days, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to full competition engines.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 22 mm | Small-end width | Big-end diameter OEM 53,6 mm | Big-end width | Center-to-center OEM 145 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| BM5708-866 | Boostline | I-3P | ARP 2000-3/8"-38mm | 22 mm | 20.88 mm | 53.6 mm | 20.9 mm | 145 mm | 604 g |
| BM5708-866+ | Boostline | I-3P | ARP CA625+-3/8"-38mm | 22 mm | 20.88 mm | 53.6 mm | 20.9 mm | 145 mm | 604 g |
| 14078-6 | Manley | H | ARP 2000-3/8"-41mm | 22 mm | 53.6 mm | 20.9 mm | 145 mm | 570 g | |
| 14448-6 | Manley | I-HD | ARP 2000-3/8"-41mm | 22 mm | 53.6 mm | 20.9 mm | 145 mm | 560 g | |
| 14448R6-6 | Manley | I-HD | ARP CA625+-3/8"-41mm | 22 mm | 53.6 mm | 20.9 mm | 145 mm | 560 g | |
| R-BMW-018-I | ZRP | I | ARP 2000-3/8"-38mm | 22 mm | 53.6 mm | 20.9 mm | 145 mm | 488 g | |
| R-BMW-018-I-L19 | ZRP | I | ARP L19-3/8"-38mm | 22 mm | 53.6 mm | 20.9 mm | 145 mm | 488 g |
| Rod | Bolts | Torque | Recommended stretch |
|---|---|---|---|
| Boostline (BM5708-866) | ARP 2000 | 75 N·m | 0.130 – 0.140 mm |
| Boostline (BM5708-866+) | ARP CA625+ | 115 N·m | 0.170 – 0.180 mm |
| Manley (14078-6) | ARP 2000 | 88.1 N·m | 0.147 – 0.157 mm |
| Manley (14448-6) | ARP 2000 | 81.3 N·m | 0.147 – 0.157 mm |
| Manley (14448R6-6) | ARP CA625+ | 88.1 N·m | 0.165 – 0.190 mm |
| ZRP (R-BMW-018-I) | ARP 2000 | 61 N·m | 0.140 – 0.152 mm |
| ZRP (R-BMW-018-I-L19) | ARP L19 | 67.8 N·m | 0.152 – 0.165 mm |
Manufacturers recommend the stretch-gauge method as the reference: the instructions supplied with the kit always take precedence. The torque figures correspond to assembly with ARP lubricant.
| 4340 steel is a nickel-chromium-molybdenum alloy steel used in aerospace and motorsport alike. Forged then heat-treated (quench and temper), it offers excellent tensile strength, high fatigue resistance and real ductility. Compared with an original rod (often sintered/powder metal, optimised for series-production cost), a 4340 forged rod shows roughly +19% higher yield strength, +8% higher tensile strength and above all +19% to +37% higher fatigue strength, i.e. a fatigue life under cyclic loading several times longer. This is what makes forged 4340 the reference material as soon as boost and rpm climb. |
 | I-beam profile. With its thinner central section, the I-beam rod is lighter: less inertia and freer rev pick-up. It is the preferred profile on modern turbo engines like the N54. Its I-HD (Heavy Duty) version is a reinforced variant, designed for higher loads. |
 | I-3P profile (3-pocket I-beam, Boostline). Patented profile that keeps the lightness of an I-beam while adding triangulated reinforcements on the big end: bending resistance about 60% higher than an H-beam. Ideal on heavily boosted engines. |
 | H-beam profile. “H”-shaped section offering great rigidity and excellent resistance to bending and compression. Slightly heavier than an I-beam, it favours strength: the choice for high-torque engines, large displacements and drag. On a torque-oriented, reliability-focused N54, it is a safe bet. |
The rod bolt is one of the most heavily stressed parts in the engine. The key is to match the ARP grade to the real use of the build, then to strictly follow the assembly torque and stretch.
 | ARP 2000 (tensile strength ~220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. Suited to builds up to 150 hp per cylinder with 5/16" bolts or 200 hp per cylinder with 3/8" bolts, and up to 8,500 rpm, it is the most common grade in circuit, track days, drift, rally, drag and hillclimb, recognised for its strength, reliability and versatility, with no particular storage constraints. |
 | L19 (tensile strength ~260,000 psi, i.e. ~1,793 MPa) is designed for engines pushed to the extreme, up to 200 hp per cylinder with 5/16" bolts or 250 hp per cylinder with 3/8" bolts, and up to 10,000 rpm: very high boost pressure, sustained high rpm and high cylinder pressure. It is the choice for big-power builds: drag racing, drift, rally and circuit use. Caution: sensitive to corrosion and hydrogen embrittlement, it must always be stored and fitted oiled, away from moisture. |
 | CA625+ (Custom Age 625+, tensile strength 260,000 to 280,000 psi, i.e. ~1,793 to 1,931 MPa) is ARP’s premium alloy. With very high strength, it targets the most extreme builds (over 200 hp per cylinder with 5/16" bolts or over 250 hp per cylinder with 3/8" bolts, beyond 10,000 rpm), while offering better resistance to atmospheric corrosion and oxidation than ARP 2000, and remaining immune to hydrogen embrittlement (without the storage constraints of L19). Ideal for the most demanding rod and head-stud applications. |
In addition to torque tightening, measuring rod-bolt stretch is the most reliable check for optimal preload. The check is done with the bolt fitted: place the gauge (dial indicator) on the two ends of the bolt and read its actual stretch, which must match the recommended value (see the torque & stretch table above). This method removes the friction variations inherent in torque tightening and secures the assembly on heavily stressed engines. |
 | ZRP, a Greek brand of high-performance forged connecting rods, designed by Alex Drakos in Athens. Each rod is forged from 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high rpm. Available in I-beam or H-beam profile with ARP 2000, L19 or Custom Age 625+ bolts, they are designed and inspected in Greece, and proven in rally, on circuit and in drift. |
 | BOOSTLINE (Wiseco group), a forged connecting rod range from the American Wiseco group, a benchmark since 1941. Its patented 3-pocket design combines the rigidity of an I-beam with the robustness of an H-beam. Forged from 4340 steel and machined in the USA, they come with ARP 2000 bolts (Custom Age 625+ optional) and are built for boosted engines. |
 | MANLEY, an American forged connecting rod manufacturer since 1966. Machined from vacuum-degassed aerospace-grade 4340 steel, shot-peened and inspected one by one, its “Turbo Tuff” rods come in H-beam and I-beam profiles, with ARP 2000 or Custom Age 625+ bolts. A major name in engine building, from street to competition. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
These forged connecting rods are compatible with all vehicles fitted with the BMW N54B30 engine (3.0L 24V twin-turbo):
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| ALPINA | B3 / B3 S / B3 GT3 Bi-Turbo (E90/E91/E92/E93) | N54B30 | 360–408 hp | 2007–2013 |
| BMW | 135i (E82 Coupé / E88 Cabriolet) | N54B30 | 306–326 hp | 2007–2013 |
| BMW | 1 M Coupé (E82) | N54B30 | 340 hp | 2011–2012 |
| BMW | 335i / 335xi / 335i xDrive (E90/E91/E92/E93) | N54B30 | 306–326 hp | 2006–2013 |
| BMW | 535i / 535xi / 535i xDrive (E60/E61) | N54B30 | 306 hp | 2006–2010 |
| BMW | 740i / 740Li (F01/F02) | N54B30 | 306–326 hp | 2008–2015 |
| BMW | X6 xDrive35i (E71) | N54B30 | 306–326 hp | 2008–2014 |
| BMW | Z4 sDrive35i (E89) | N54B30 | 306 hp | 2009–2016 |
| BMW | Z4 sDrive35is (E89) | N54B30 | 340 hp | 2010–2016 |
| MORGAN | Eva GT | N54B30 | 310 hp | 2012 |
OEM reference: 11 24 7 586 491 (set of 6 rods).
When an original bottom end fails (broken, bent or scored rod), going back to the factory configuration means replacing the rods and the pistons, often damaged at the same time. The bill climbs quickly, for a simple restoration to stock.
For an equivalent budget, or even less, fitting 4340 forged connecting rods paired with forged pistons brings far greater reliability and safety margin, plus real potential for power increase. It’s the solution chosen by European engine builders for over 15 years.
For the same budget: more reliability, more potential, more longevity.
