Trouble Shooting

FEULING® MILWAUKEE EIGHT® TROUBLE SHOOTING GUIDE

OIL LEVEL - DO NOT OVERFILL OIL TANK
It is important to get the correct hot oil level in your bike. Feuling recommends running the oil level 90%-99% full when hot.

Note: The oil pick up port is on the right side of the engine. Letting the bike idle or warm up on the kickstand will naturally fill the engine case and skew the oil level in the tank.

We recommend the following steps to achieve proper oil level:

  1. Check cold oil level.
  2. Ride the bike until operating temperature is reached.
  3. Shut the bike off while still in the upright position. (This insures an accurate reading)
  4. Once the bike is on the kickstand check oil level.
  5. Add or remove oil as needed

SUMPING:

  1. Oil level too high.
  2. Note: if measuring the sump level from the crank sensor there is still 4 – 4.5oz. left in sump.
  3. Normal operating sump level range is 4 – 8 oz. drained from bottom 1/4 NPT plug, camchest oil level range is 5.5 - 6.5oz when removing cam cover.
  4. Oil pump sub seal O-ring damaged and or incorrect installation, install oil pump/camplate per our instructions.
  5. Detonation, check tune, fuel, exhaust/intake leaks, detonation will create extra leakdown/blow by.
  6. Blow by through rings and cylinders, perform a leakdown test.
  7. 1/4 NPT sump plug screwed in too deep on bottom of engine case blocking pick up port. - see Feuling pro tip.
  8. Leaky piston cooling jet valves and or leaky cooling jet gaskets.
  9. Run vented dipstick. See Feuling # s: 3085, 3086, 3087, 3088.
  10. Oil type: If running synthetic, try running conventional, we highly recommend the use of conventional oil in the M-Eight engine.
  11. Oil pump sub seal O-ring damaged and or incorrect installation, install oil pump/camplate per our instructions.
  12. Loctite was used on oil pump and camplate bolts, interfering with oil pump side clearances and camplate sealing to case.
  13. Oil pump housing, cover or camplate face scored from debris running through it and or dry start up etc., excessive crank end play/runout.
  14. Breather valves in rocker boxes not working correctly and or issue with O-ring seal inside head. Note the valves do not sit squarely on cylinder head thus cocking the valve and compromising the seal. The O-ring groove on the valve is too large for the O-ring, we recommend running an additional smaller O-ring on the top of the OE O-ring which can help hold the OE O-ring in position and assist in sealing. Use HD drain plug O-ring #11105 or a -012 to -013 O-ring.
  15. Back of oil pump hitting crank bearing retaining bolts if installed, oil pump bolts too long, sticking out of back of pump, making contact with engine case.
  16. Oil pump back cover seal - see Feuling pro tip.

TO CHECK OIL SUMP LEVEL:

  1. Run engine and ride motorcycle up to operating temperature, shut the engine off while the motorcycle is still upright on level ground.
  2. Check and verify for proper oil level. We recommend running 90-100% full hot. Estimated 230 degree oil temperature.
  3. If oil level is incorrect, rectify by removing and or adding oil to achieve proper level. Once proper oil level is obtained, you are ready to check sump oil level.
  4. Prep measuring cup/drain pan, gloves, 1/4 allen socket or wrench so you can immediately drain the sump after returning from a ride.
  5. Run engine and ride motorcycle up to operating temperature, shut the engine off while the motorcycle is still upright on level ground.
  6. Immediately pull the allen head sump plug from the bottom of the engine case, let drain for 1-2 minutes max. You are trying to grasp what is in the sump while the engine is running. The longer you let the sump drain, the more drain back oil you will be factoring in which will skew the results.
  1. Twin Cam Engines: Healthy engines should have less than 5oz. Ideal is 2-3oz.
  2. M-Eight Engines: Healthy engines range 4 – 8 oz.
NOTE: when sump level is measured from the crank sensor there is still 4 – 4.5oz. left in    sump. Camchest oil level range is 5.5 - 6.5oz when removing cam cover.

PRESSURE ISSUE:

  1. Low oil level.
  2. Pressure relief valve in oil pump not seating and sealing, possible debris stuck in valve and or scoring on seat/bore.
  3. Scoring in oil pump housing and or camplate face surface, possible dry start up, debris in oil and or excessive crankshaft end play and or crankshaft runout.
  4. Leaky piston cooling jet valves and or leaky cooling jet gaskets.
  5. Loose camplate pinionshaft bore ID to crank pinionshaft OD clearance, we recommend 0.0005” – 0.0035”, possible bad install not centering camplate & oil pump                   properly creating excessive pinion bore wear.
  6. Loose lifter to lifter bore clearance, we recommend 0.001” -0.0015” lifter to lifter bore clearance – See Feuling tool #9004.
  7. Loose rockershaft to bushing clearance and or excessive side end play.
  8. Out of spec pressure side of oil pump due to scoring.
  9. Loctite was used on oil pump and camplate bolts interfering with oil pump side clearance stack up and or camplate sealing to case.
  10. Broken oil pump gears, inspect for debris in oil, excessive end play and or crankshaft runout.
  11. Stripped or loose camplate bolts causing camplate to leak.

EXCESSIVE NOISE:

  1. Low oil pressure.
  2. Thrusting wear on rocker arm stand offs in cylinder heads and or short rocker arms and excessive side clearance from factory.
  3. Quick install pushrods flexing and creating valvetrain harmonics, possible pushrods contacting pushrod tubes.
  4. Under performing lifters: Scored lifter internals, valvetrain harmonics, loose lifter to lifter bore clearance, we recommend 0.001” -0.0015” lifter to lifter bore clearance. 5. See Feuling tool #9004.
  5. Excessive crankshaft runout and or excessive crankshaft end play.
  6. Valvetrain harmonics, bad valvespring to camshaft combination, damaged valvesprings due to excessive heat especially rear head exhaust.
  7. Flexing crankshaft.
  8. Excessive piston to cylinder clearance.
  9. Compensating assembly worn, compensating bolt not installed all the way.
  10. Excessive heat buildup in cylinder heads causing valvespring failure and or excessive harmonics.

 

FEULING® TWIN CAM® TROUBLE SHOOTING GUIDE

Having oiling, noise, sumping issues with your Twin Cam engine? Please review the trouble shooting guide that Feuling has compiled over the years to help assist you.

ALWAYS CHECK YOUR OIL PRESSURE – WHAT IS YOUR OIL PRESSURE COLD? HOT?

LOW OIL PRESSURE:

  1. Check and verify engine oil level.
  2. Pressure gauge not reading properly – double check with another mechanical PSI gauge.
  3. Pressure relief valve in the camplate is leaking, sticking open or not seating properly – see Feuling camplate PSI test tool Part #9010.
  4. Broken oil pump gears due to debris and excessive crankshaft runout.
  5. Pinched oil pump O-ring(s).
  6. Loose camplate/oil pump bolts, stripped camplate dowel pin bolts.
  7. Camplate scored at oil pump mounting surface, pressure gears and/or housing scored from debris running through oil pump.
  8. Excessive crankshaft pinion shaft runout causing oil cavitation.
  9. Intermittent oil psi loss on bagger/FL models during hard acceleration – oil tank baffle shifted & blocking oil pick up hole.
  10. Mis-alignment of oil pump – center camplate to pinion shaft then oil pump to pion shaft by rotating engine over while tightening bolts.
  11. Leaky piston cooling jets.
  12. Leaky camplate hydraulic tensioners ( 07- 17 including 06 Dyna models) - when tightening outer tensioner push tensioner toward chain.
  13. 99- 06 leaking fittings and/or issues with the 90 degree rubber oil lines, sucking/pulling air. Oil line broken on the inside causing a flapper valve”.
  14. 99- 06 style hydraulic tensioner camplates using bearing retainer plates – plate was not installed causing a leak through one of the bolt holes.
  15. 07 & later inter connect gasket seal leaking, sucking/pulling air - check transmission to engine mounting bolt torque & oil around mating seam.
  16. Camplate top plug not sealing, camplate leaking at oil passages - warped camplate.

NO OIL PRESSURE:


  1. Check & verify engine oil level.
  2. Pressure relief valve stuck open in camplate – see Feuling camplate PSI test tool Part #9010.
  3. Missing plug in camplate face (boss vs. no boss).
  4. Air lock in oiling system – fill oil filter full of oil – if this is initial engine start up.
  5. Broken oil pump gears – gears & housings not lubricated properly during install, debris running through engine, excessive crankshaft runout.
  6. Broken/loose piston cooling jets.
  7. Stock oil pump installed on Feuling High Flow camplate.
  8. Blocked pick up part in oil tank. Possible debris from prior failure.

TENSIONER WEAR:


  1. Dark discoloration - indicator of excessive heat, check tune, oil quality & oil change intervals.
  2. Excessive wear - excessive crankshaft runout, excessive crankshaft end play, sprocket mis alignment, sprocket runout, burrs on chains and or damaged chains, lack of oil changes, excessive heat due to improper tune, poor oil quality.

WET SUMPING / BLOW-BY:


  1. To verify the engine is wet sumping, run engine to operating temperature then shut down it down & pull the allen head plug from the bottom of the engine case. Measure oil & if more than 5oz. drains from the sump there is a wet sumping issue.
  2. Oil level too high – run oil level no more than ¾ - 7/8 full cold, check oil level per owner s manual.
  3. Sub seal of oil pump mis aligned with the scavenge port hole of the engine case & or torn o-ring.
  4. Piston rings not seated, creating excessive blow by & oiling system cavitation, run a cylinder leak down test – vent oil tank – See Feuling vented dipsticks & oil tank breather kits.
  5. Scavenge gears and or housing scored from debris running through the oil pump causing out of tolerance scavenge side of oil pump.
  6. Excessive runout in pinion shaft – causing oil pump/system cavitation.
  7. Pinched oil pump O-ring(s).
  8. FL/Baggers – 6 speed transmission with dipstick in rear of trans can allow more oil to be added to oil tank and not show on the dipstick.
  9. Excessive RPM on rev limiter, de-seated piston rings.
  10. Flapper umblrella valves in rocker box breathers stuck or installed incorrectly.
  11. Rocker box breathers need to be serviced - new filter, umbrella valve & gaskets (See Part #3200).
  12. Return oil passages plugged, pick-up hole in crankcase plugged.
  13. 99- 06 leaking fittings and or issue with the 90-degree rubber oil lines, sucking/pulling air.