I've never gotten any push back on it from anybody. Doesn't matter if it's 100 or 0 or anything in between. The book lists the limitations for departure in AOM 3.8.4 and states "The above oil quantities are based on flight deck oil quantity indicator readings within 30 minutes of engine shutdown." If there's no reading from within 30 minutes of engine shutdown, the number isn't valid, no matter what that number may be.

They aren't even "recommended" levels, it has an L next to it. If you show up to a cold dark airplane and there are no numbers in the logbook from a pilot or maintenance, it's up to you if you want to follow the limitation and get a TFP for an engine run or if you or the captain want to put your certificate on the line in case a fed shows up to jump seat on your next flight.

I generally tell the captain about said limitation and that we need to do an engine run (never gotten push back, but I also don't imply that there's an option in how I tell them). If they don't know what I'm talking about, I point out the reference and tell them I do this all the time and to call maintenance to inform them that we'll be doing it after pushback and will call them afterwards for the numbers. We do it after push, then run the engines for 5 minutes, then shut them down and wait for the n2 to go down to less than around 5%, then call maintenance with the numbers and to conference in the info logbook entry (both on a fresh logbook page and in the oil and fuel logs). Then I call at the end of the day and have scheduling add the TFP to both my and my captain's board. Simple way to cover your butt against a random FAA inspector.