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techtalk:evo:oil01 [2022/08/21 22:30]
hippysmack [Cam Cover Pressure]
techtalk:evo:oil01 [2024/02/21 18:53] (current)
hippysmack [Engine Oil Pressure and Testing]
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 Links to other Oiling pages in the Sportsterpedia:​ \\ Links to other Oiling pages in the Sportsterpedia:​ \\
-  * [[techtalk:​evo:​oil02|Engine Oil Routes]] 
   * [[techtalk:​ref:​oil05|Engine and Primary Oil System Modifications]]   * [[techtalk:​ref:​oil05|Engine and Primary Oil System Modifications]]
   * [[techtalk:​ref:​oil04#​sportster_oil_pressure_57_to_present|Sportster Oil Pressure (57 to Present)]]   * [[techtalk:​ref:​oil04#​sportster_oil_pressure_57_to_present|Sportster Oil Pressure (57 to Present)]]
   * [[techtalk:​ref:​oil15|Installing an Oil Pressure Gauge]]   * [[techtalk:​ref:​oil15|Installing an Oil Pressure Gauge]]
 +  * [[techtalk:​evo:​oil06#​oil_leaks|Oil Leaks]] (includes oil usage)
  
-good discussion on the XLFORUM including rubbermount crankcase pressure: [[http://​xlforum.net/​forums/showthread.php?​t=59421&​highlight=piston+oiler|04s and up and oil use]]. \\+Also a good discussion on the XLFORUM including rubbermount ​oil usage and crankcase pressure: [[https://www.xlforum.net/​forum/vendors/​nrhs-high-performance/​33374-04s-and-up-and-oil-use?​t=59421&​highlight=piston+oiler|04s and up and oil use]]. ​\\ 
 +\\ 
 +**Oil Path Drawings**: Click on a drawing below to enlarge: ​\\
  
-====== 1991-up engine oil cycle from the FSMs ====== + 86-90 engines ​((drawing ​by Hippysmack))  ​ 91 engines ​((drawing by Hippysmack))  ​| 
-  +|{{:​techtalk:​evo:​oil:​86-90_sportster_feed-return_oil_paths_by_hippysmack.jpg?​direct&​300|}}|{{:techtalk:​evo:​oil:​91_sportster_feed-return_oil_paths_by_hippysmack.jpg?direct&​300|}}|
-  * The oil pump sends pressurized oil up through a cavity in the filter housing to the oil filter. +
-  * Filtered oil dumps into the filter adapter opening a check ball between 4-6 psi. (28-41 kN/m²) into the crankcase feed galley to the tappet blocks and lifters.  +
-  * Cross drilled passages intersect the main feed galley and carry oil to each lifter. \\ Oil also enters an intersecting passage in the gearcase cover to the crankshaft area via a hole through the pinion gear shaft. \\ Oil then travels to the right flywheel and routed through the crankpin thus lubricating the rod bearings. \\ (oil is fed under pressure to the crank pin and is forced out the holes in the pin) \\ Some lubing of the piston skirts also happens from the '​splashing effect'​ of the oil exiting the bearings and being thrown around ​by the rotating flywheels, before it settles in the sump area of the oil pump. ((piniongear of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=1635659)) +
-  * Oil flows up the holes in the pushrods to the rocker arms and shafts. \\ Oil is supplied to the valve stems via drilled holes in the rocker arms.  +
-  * The oil then flows off the pushrod side of the heads through the pushrod covers into the gearcase, \\ lubing the cams and is collected by the scavenge ​(returnside of the pump.  +
-  * Oil flows from the rocker area of the heads into the crankcase by way of passages in the heads and cylinders. \\ Oil in the sump area of the crankcase is splashed onto the pistons, cylinder walls and flywheel components. ​ +
-  * Oil collected in the crankcase sump is passage-routed back to the scavenger side of the pump\\ (via the ladle, half spoon, duck bill scavenge port protruding from the back of the pump ((http://xlforum.net/​forums/​showthread.php?postid=5473151#​post5473151)) ) \\ It is fed by the scavenging effect of the pump and pressure generated by the downward stroke of the pistons.  +
-  * Return oil fills a cavity above the pump's return gears which pumps the oil back into the oil tank. \\ A small amount of oil flows from the feed galley in the right crankcase half through a restricted orifice and sprays oil onto the rear intake cam gear. ((1998 Harley Davidson Service Manual))+
  
-====== Oil Pump ====== +| 92-97 engines ((drawing by Hippysmack)) ​ |  98-03 engines ((drawing by Hippysmack)) ​ | 04 and Up XL engines ((drawing by Hippysmack)) ​ | 
-  * [[techtalk:​evo:​oil03|Click Here]] to view the Evo Oil Pump section of the Sportsterpedia.+|{{:techtalk:​evo:​oil:​92-97_sportster_feed-return_oil_paths_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​98-03_sportster_feed-return_oil_paths_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​04_and_up_sportster_feed-return_oil_paths_by_hippysmack.jpg?​direct&​300|}}|
  
-Different areas of the motor have different types of pressure applied and from different sources. ((bustert of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2073175&​page=3)) ((Hippysmack)) \\+====== Oil Feed System ====== 
 +===== Sub Documents ===== 
 +  * [[techtalk:​evo:​oil01a|Feed Oil Passages Through Pics]]
  
-**The oil pump doesn'​t make pressure. All it does is create flow.** This is generally said by owners and gear / gerotor pump manufacturers as well. \\ +===== Role of the Oil Tank ===== 
-However, the squeezing ​of the gerotors creates measurable pressure discharge out of the pump (not equal to system pressure though). \\ +[[techtalk:​evo:​oil04#​evooiling_lubrication|Click Here]] to reference ​the Evo Oil Tank section ​in the Sportsterpedia. \\ 
-The oil pump, as installed, creates system head pressure by restriction (hose size, routing paths, orifice sizes) and is altered by RPM changes. \\ +[[techtalk:​ref:oil20|Click here]] ​to reference ​the Oil Tank Pressure page in the Sportsterpedia. \\ 
-The restrictions ​in the engine manipulate oil flow and oil pressure (which is normally measured with a PSI gauge). \\ +\\
-The oil pump is non-regulated and delivers its entire volume of oil under pressure to the feed system. \\ +
-  +
-**Also, it's not unusual to get air out the oil return line (to the tank).** ((aswracing of the xlforum http://​xlforum.net/​forums/​showthread.php?​t=1468237)) \\  +
-It's a dry-sump system with a gerotor oil pump that's designed ​to keep the engine sump as dry as it can. \\  +
-When there'​s no oil to suck up, it pumps a little air instead into the oil tank. \\ That's the way it's supposed to work. \\ +
-The return gerotors on (all years) pump more volume than the feed gerotors. ​\\+
  
-1986-1990 gerotors are shown below\\  +**The oil tank is both an oil reservoir and air/oil separator**Return oil comes into the tank carrying both air and oil. The oil drops to the bottom while air rises up and out the vent back to the cam chest.
-See more pics in the [[techtalk:​evo:​oil03|Evo Oil Pump]] section of the Sportsterpedia. \\ +
-|  1986-1990 (L)-Feed ​and (R)-Return gerotors. ((photos by Hippysmack)) ​ || +
-|{{:​techtalk:​evo:​oil:​86-90_feed_georotor_dims_3_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​86-90_return_gerotor_dims_3_by_hippysmack.jpg?​direct&​300|}}|+
  
-|  1986-1990 ​Oil Pump Oiling Paths((photo by Hippysmack)) ​ |  1991-1997 Oil Pump Oiling Paths  ((photo by Hippysmack)) ​ |  98-Up Oil Pump Oiling Paths ((photo by bsaman ​of the XLFORUM http://xlforum.net/forums/​showthread.php?​t=691283&​page=2))  | +**Oil is gravity fed from the oil tank to the oil pump.** What that means is since the oil tank is higher than the pump, gravity pushes oil down to the pump inlet but not into a running motor. It's basically a byproduct ​of hanging ​the tank above the pump. Gravity does assist pump suction however. A pressure of less than 1/4 PSI was calculated in the link below as an example on a 1998 model Sportster setupThat 1/4 PSI is just for example only as elevation and oil density will slightly change that numberThe point of stating that is there is very little (but neededgravity ​oil pressure on the oil at the pump inlet\\ 
-|{{:​techtalk:​evo:​oil:​86-90_oil_pump_oiling_paths_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:evo:oil:​91-97_oil_pump_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​98-up_oil_pump_oiling_paths_by_bsaman.jpg?​direct&​300|}}|+[[techtalk:ref:oil21#​oil_tank_head_pressure|Click Here]] to read more on calculating Oil Tank Head Pressure at the pump in the REF section of the Sportsterpedia\\
  
-====== Engine Oil Feed System ======+**Pressure from gravity constantly pushes oil to the pump's inlet which helps the pump pick up oil through suction from there**. \\ 
 +The higher the oil tank sits, the higher the oil level sits which increases the NPSHA which is the (Net Positive Suction Head Available) to the pump. \\ 
 +[[techtalk:​ref:​oil21#​npshr_vs_npsha|Click Here]] to read more on NPSHR vs NPSHA in the REF section of the Sportsterpedia. \\ 
 +The pump requires a positive push of oil to the inlet cavity to function as designed. \\
  
-**Oil is gravity fed from the oil tank to the oil pump.** \\ +**Pressure from gravity ​is also the reason ​oil from the tank can leak down into the motor when the motor is shut down**. \\ 
-What that means is since the oil tank is higher than the pump, gravity pushes ​oil down to the pump inlet but not into the motor. \\ +[[techtalk:​ref:​oil10#​sit_sumpimg|Click Here]] ​to read more on Sit Sumping in the REF section. \\ 
-It's basically a byproduct ​of hanging ​the tank above the pump. Gravity does assist ​pump suction however. \\+ 
 +===== Role of the Oil Pump ===== 
 +[[techtalk:​evo:​oil03#​evooiling_lubrication|Click Here]] to reference ​the oil pump section in the Sportsterpedia. \\ 
 + 
 +The pressure side of the oil pump is non-regulated and delivers its entire volume of oil under pressure ​to the engine feed system. \\ 
 +Different areas of the motor have different types of pressure applied and from different sources. ((bustert of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​ironhead-sportster-motorcycle-talk-1957-1985/​196615-over-sized-oil-lines/​page3?​t=2073175&​page=3)) ((Hippysmack)) \\ 
 +The same applies to the oil pump. \\ 
 + 
 +**Oil pump feed gerotor vacuum sucks oil from the attached inlet hose into the gerotor inlet cavity**. \\
 There is a vacuum created on the inlet cavity of the pump generated by the opening of the gerotors when they rotate around to the inlet side of the pump. \\ There is a vacuum created on the inlet cavity of the pump generated by the opening of the gerotors when they rotate around to the inlet side of the pump. \\
-Vacuum is aided by the positive force of gravity from the higher hung oil tank (gravity provides net positive suction head to the pump). ((Hippysmack of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=2073175&​page=3)) \\ +Vacuum is aided by the positive force of gravity from the higher hung oil tank as mentioned above. ((Hippysmack of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​ironhead-sportster-motorcycle-talk-1957-1985/​196615-over-sized-oil-lines/​page3?​t=2073175&​page=3)) \\ 
-However, without ​vacuum, the pump would not be able to function properly and would starve the pump. \\ +Without ​vacuum, the pump would not be able to function properly and would starve the pump especially at higher RPM. \\ 
-As the volume between the feed gerotor gears increase (with engine RPM), the suction on the feed line also increases. ((shanneba of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=2073175&​page=3))+As the volume between the feed gerotor gears increase (with engine RPM), the suction on the feed line also increases. ((shanneba of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​ironhead-sportster-motorcycle-talk-1957-1985/​196615-over-sized-oil-lines/​page3?​t=2073175&​page=3)) ​\\
 Likewise with lower RPM, the suction decreases. \\ Likewise with lower RPM, the suction decreases. \\
 Too low suction and the gerotor cavities will not completely fill with oil especially on higher RPM and system oil volume will suffer. \\ Too low suction and the gerotor cavities will not completely fill with oil especially on higher RPM and system oil volume will suffer. \\
 Too much vacuum and oil vapor may be pulled out of the oil stream and cavitate / damage the oil pump. \\ Too much vacuum and oil vapor may be pulled out of the oil stream and cavitate / damage the oil pump. \\
 +Thankfully, the MoCo has designed the OEM oiling system in the Sportster to keep this from happening. \\
  
-**The engine has a force-fed (pressure type) oil feed system incorporating feed and return pumps in one pump body with a check valve on the feed side.** ((86-90 HD Sportster FSM pg 3-4)) \\ +**The oil pump pressurizes ​the oil delivered to the outlet cavity in the pump**\\ 
-The discharge side of the pump forces ​oil to the engine to lubricate; \\ +One teeth cavity ​of oil at a time is rotated from the inlet side to the outlet side in the pump. The closing of the gerotor teeth afterward combined with the next teeth full of oil continues squeezing (pressurizing) ​the outlet cavity. The faster the rotation, the higher the pressure that is created in the outlet of the pump. \\
-Lower connecting rod bearings \\ +
-Rocker arm bushings \\ +
-Valve stems \\ +
-Valve springs \\ +
-Pushrods and tappets ​\\+
  
-Year Model Specifics; \\ +**The engine is force-fed oil by system pressure** to the oil filter pad where check valve (1986-1990) or check ball (1991-up) is opened at 4-6 PSIThe discharge side of the pump forces oil to the engine ​to lubricate Lifters, Rocker arm bushings Valve stems, Valve springs, Pushrods ​and Lower connecting ​rod bearings. \\
-  ​* **1986-1990 engines**: \\ Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via an external hose to the oil filter. \\ The oil leaves the filter via an external hose and returns back to the oil pump from a second external hose. \\ The first hose from the pump to the filter pad has smaller orifice fittings than the hose back to the pump from the filter pad. \\ There is high pressure oil bypass built into the filter pad behind the oil filter that dumps oil pressure above 30-35 psi (when presentonto the cam floor for scavenging. \\ Oil from the filter is routed into the pump and through a check valve or check ball mounted in the oil pump. \\ Oil leaves the check and enters a hidden passage in the cam chest floor up through the cam cover internal passages to the pinion bushing / shaft\\ Oil is sent thru the pinion shaft to internal holes in the right flywheel ​to the crankpin ​and out to the lower end rod bearings. \\ This is the lower end of oil feed pressure. \\ Oil is also sent up past the pinion bushing thru an internal passage in the cam cover to the upper feed galley. \\ There is a hole in the upper cover that opens to a hole in the upper right case. \\ Oil leaves the cam cover into the upper case galley into each intake lifter bore. There are cross drilled holes from each intake lifter bore to it's corresponding exhaust lifter bore. \\ So the intake lifters get oiled first, then the exhaust lifters get oiled. \\ This is the upper end of oil feed pressure. Lifter action (not oil pump pressure) takes oil up to the rocker boxes. ​+
  
-  * **1991-Up engines**: \\ Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via one external hose to the oil filter pad. \\ The oil leaves the filter ​and is routed through a check ball in the filter adapter into the upper case oil feed galley. \\ There is a high pressure oil bypass built into the case behind the oil filter that dumps oil pressure above 30-35 psi (when presentonto the cam floor for scavenging. \\ From the feed galley, oil is sent to each lifter by individual cross drilled holes so each lifter has it's own oil flow. \\ This is the upper end of oil feed pressure. Lifter action (not oil pump pressure) takes oil up to the rocker boxes. \\ Oil is also sent from the upper feed galley down to the pinion bushing / shaft to hole in the right flywheel then crankpin / lower rod bearings. \\ This is the lower end of oil feed pressure.+===== Engine ​Oil Pressure ​and Testing ===== 
 +[[techtalk:​ref:​oil04|Click Here]] for the "​Sportster Oil Pressure (1957-Present)" page in the REF section of the Sportsterpedia"​. \\ 
 +That page consists ​of where to test, expected ​oil pressure ​for the respective year models and a link to the page for installing ​pressure gauge. \\
  
-  * **1992-Up engines**: \\ Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via one external hose to the oil filter pad. \\ The oil leaves the filter and is routed through a check ball in the filter adapter into the upper case oil feed galley. \\ The high pressure oil bypass was deleted with the addition of a cam squirter hole drilled through to the upper feed galley. \\ A .060" hole was drilled from the upper feed galley thru to the cam chest to spray onto #2 cam gear teeth. \\ Oil is transferred to all cam gear teeth by way of the gear meshing action. \\ From the feed galley, oil is sent to each lifter by individual cross drilled holes so each lifter has it's own oil flow. \\ This is the upper end of oil feed pressure. Lifter action (not oil pump pressure) takes oil up to the rocker boxes\\ 2004-Up engines have two additional holes through the feed galley to the piston squirter units attached to the cam wall in the crankcase. \\ Oil is also sent from the upper feed galley down to the pinion bushing / shaft to a hole in the right flywheel then crankpin / lower rod bearings. \\ This is the lower end of oil feed pressure. ​+The FSMs say the oil pump is non-regulatory and delivers its entire volume ​of oil under pressure to the motorBut that is not the entire story. \\
  
-====== Engine ​Oil Return System ​(scavenge====== +**Cold oil flows slower and at higher pressure than hot oil**. During start-up of a cold (ambient temp) engine, oil is thicker, oil pressure will be higher than normal and oil circulation will be somewhat restricted to flow within the oiling path. Oil pressure should be checked when hot (operating tempto meet the specs in the manuals. As the oil heats up it gets thinner, flows faster and pressure is lowered. \\ 
-The scavenge side of the pump returns ​oil from the bottom ​of the gearcase and crankcase sump to the oil tank\\ + 
-Positive crankcase ​pressure ​(piston downstroke) aids scavenging((aswracing ​of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=59421&​page=27)) ​ \\ +**The oil path, as designed, creates variable system pressures**. The restrictions in the oil feed path (hose size, routing paths, orifice sizes, etc) manipulate oil flow and oil pressure. Each restriction in the feed path, whether chamber size, bends or orifice size, lowers the flow volume and pressure downstream ​of the restriction. I.E., A restrictor in the end of the pinion shaft will lower the amount of oil that gets passed it to the crankpin/​lower end bearings but the smaller amount ​of oil that does flow past the restrictor flows at a faster rate. And lowering the amount of oil to the pinion shaft also sends more oil up to the rocker boxesThere will be lower pressure ​at the crankpin / lower end bearings than at the oil pumpThere will also be lower pressure at the rocker arms then there will be at the oil pump. The OEM specs were meant to show the amount ​of pressure that should be present at the pump without further modifications to the feed systemAltering the OEM feed path will change the pressure at the pump to the extent of the modification
-Negative ​pressure ​(piston upstroke) makes the pump's job harder since the pump is fighting ​the crankcase vacuum. \\  + 
-There is a vacuum ​on the scavenge side of the pump just as and for the same reason as is on the feed side. \\  +**Restrictions in the oil path harness and manipulate the pressure ​created at the pump**. Pressure is always greatest at the oil pump outlet. As the oil passes each restriction (bends, smaller passages, orifices as well as elevation), pressure will be lower from thereon depending on how much of a restriction is created and for how long. \\ 
-Both crankcase pressure and oil pump pressure ​(including a vacuum ​on the sealed passage between ​the two areas) work together ​to remove ​oil out of the crankcase. \\ + 
-The sump outlet ​is below the scavenge pump inlet so the oil has to be sucked uphill to get to the pump to return to the oil tank. \\+**Oil volume to the motor is dependent ​on pump capabilities and RPM**. When an engine is operated at higher speeds; ​the volume ​of oil circulated through ​the oiling system increases, resulting in higher oil pressure throughout ​the feed path. As engine speed is reduced, the volume of oil pumped is also reduced, resulting in lower oil pressure throughout ​the feed path. \\ 
 + 
 +==== Oil Pressure Light ==== 
 +If the oil pressure ​light stays on at speeds above idling, always check the oil supply first. \\ 
 +Then if the oil supply is normal, look inside the oil tank to determine if oil is returning to the tank from the return hose with the engine running. \\ 
 +If oil is returning to the tank, there is some circulation and the engine may be run a short distance if necessary. \\ 
 +If no oil is returning, shut the engine off until the trouble is located and fixed. \\  
 + 
 +Conditions causing the oil light to stay on; \\ 
 +Low or diluted oil supply, \\ 
 +Or a plugged lifter screen (86-91) under the plug between the tappets, \\ 
 +A grounded oil signal switch wire, \\ 
 +Faulty oil switch, \\ 
 +Faulty or weak oil pump, \\ 
 +Clogged feed hose (in freezing weather from ice and sludge preventing ​the circulation of oil). \\
  
-The return gerotors are taller than the feed gerotors on all models (with a few different size changes in between). \\ +===== Year Model Specifics ===== 
-This equates to a larger pumping volume of oil returned ​to the tank than oil fed to the engine. \\ +Refer to the drawings at the top of this page from the text below. \\
-And since you can't remove more oil than you can put into the motor, both oil and crankcase air is removed by the oil pump. \\+
  
-====== ​Splash Lubrication ​======+==== 1986-1990 engines ​===
 +Oil pump feed gerotors send pressurized oil up through a cavity in the oil filter housing via an external hose from the pump to the filter housing (pad). The oil leaves the filter via an external hose and returns back to the oil pump from a second external hose. The first hose from the pump to the filter pad has smaller orifice fittings than the hose back to the pump from the filter pad. \\ There is a high pressure oil bypass system built into the filter pad behind the oil filter that dumps excess oil pressure (above 30-35 PSI, when and if present) onto the cam floor for scavenging back to the tank. Oil from the filter is routed into the pump and through a check valve or check ball mounted in the oil pump. Oil leaves the check and enters a hidden passage in the cam chest floor up through the cam cover internal passages to the pinion bushing / shaft. Oil is sent thru the pinion shaft to internal holes in the right flywheel to the crankpin and out to the lower end rod bearings. This is the lower end of oil feed pressure. Oil is also sent up past the pinion bushing thru an internal passage in the cam cover to the upper feed galley. There is a hole in the upper cover that opens to a hole in the upper right case. Oil leaves the cam cover into the upper case galley into each intake lifter bore. There are cross drilled holes from each intake lifter bore to it's corresponding exhaust lifter bore. So the intake lifters get oiled first, then the exhaust lifters get oiled. Restrictions in the lifter assemblies lower the amount of oil up the pushrods to the rocker arms. Oil flows up inside the pushrods into the rocker arms where rocker arm bushings and valves are lubed. This is the end of oil pump pressure in the top end.  
 + 
 +==== 1991 engines ==== 
 +Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via one external hose to the oil filter pad. The oil leaves the filter and is routed past a check ball (opening at 4-6 PSI) in the filter adapter and through a passage in the upper case's oil feed galley. There is a high pressure oil bypass system built into the case behind the oil filter that dumps excess oil pressure (above 30-35 PSI, when and if present) onto the cam floor for scavenging back to the tank. From the feed galley, oil is sent to each lifter by individual cross drilled holes so each lifter has it's own oil flow. Restrictions in the lifter assemblies lower the amount of oil up the pushrods to the rocker arms. Oil flows up the pushrods into the rocker arms where rocker arm bushings and valves are lubed. This is the end of oil pump pressure in the top end. Oil is also sent from the upper feed galley down to the pinion bushing / shaft to a hole in the right flywheel then crankpin / lower rod bearings. This is the lower end of oil feed pressure. 
 +  
 +==== 1992-2003 engines ==== 
 +Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via one external hose to the oil filter pad. \\ The oil leaves the filter and is routed past a check ball (opening at 4-6 PSI) in the filter adapter and through a passage in the upper case's oil feed galley. 1992-up engines do not use an oil pressure bypass system. The high pressure oil bypass was deleted with the addition of a cam squirter hole drilled from the upper cam case through to the upper feed galley. A (.060"​) hole from the upper feed galley sprays oil onto #2 cam gear teeth. Oil is transferred to all cam gear teeth by way of the gear meshing action. From the feed galley, oil is sent to each lifter by individual cross drilled holes so each lifter has it's own oil flow. Restrictions in the lifter assemblies lower the amount of oil up the pushrods to the rocker arms. Oil flows up the pushrods into the rocker arms where rocker arm bushings and valves are lubed. This is the end of oil pump pressure in the top end. Oil is also sent from the upper feed galley down to the pinion bushing / shaft to a hole in the right flywheel then crankpin / lower rod bearings. This is the lower end of oil feed pressure. 
 + 
 +==== 2004-Up engines ==== 
 +Oil pump feed gerotors send pressurized oil up through a cavity in the filter housing via one external hose to the oil filter pad. \\ The oil leaves the filter and is routed past a check ball (opening at 4-6 PSI) in the filter adapter and through a passage in the upper case's oil feed galley. 1992-up engines do not use a oil pressure bypass system. The high pressure oil bypass was deleted with the addition of a cam squirter hole drilled from the upper cam case through to the upper feed galley. A (.060"​) hole from the upper feed galley sprays oil onto #2 cam gear teeth. Oil is transferred to all cam gear teeth by way of the gear meshing action. From the feed galley, oil is sent to each lifter by individual cross drilled holes so each lifter has it's own oil flow. Restrictions in the lifter assemblies lower the amount of oil up the pushrods to the rocker arms. Oil flows up the pushrods into the rocker arms where rocker arm bushings and valves are lubed. There are two additional holes through the feed galley to the piston squirter units attached behind the cam wall in the crankcase. This is the end of oil pump pressure in the top end. Oil is also sent from the upper feed galley down to the pinion bushing / shaft to a hole in the right flywheel then crankpin / lower rod bearings. This is the lower end of oil feed pressure. 
 + 
 +==== 2004-Up Piston Squirters ==== 
 +The rubbermounts received an addition of piston oiler jets in the previous year splash port locations. The holes in the cam chest wall are no longer open thru holes to the crankcase. Instead, holes are drilled to the crankcase thru the upper feed galley beside lifter oil passages. Oil jets were installed on the crankcase side of the wall, blocking off the holes in the wall to the crankcase. Oil flows down to separate units with jets facing up. The jets create a dual oil spray in a controlled direction upward to the pistons. Pressurized air / oil mist leaves the crankcase through the bearing on the pinion shaft into the cam chest and thru oil pump scavenge to the tank. There is no seal on the pinion bearing and air pulses into the cam chest to be pulled up into vertical passages between the cam slots. 
 + 
 +|  04-up piston jets. ((photos by JohnK of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-motor-top-end/​132786-fixing-a-leaky-top-end-with-pics/​page6?​t=1422877&​page=6)) ​ ||  Piston jets from inside the case. ((photo by meherdad_it of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-engine-conversions/​105751-installing-the-90-nrhs?​threadid=944843)) ​ | 
 +|{{:​techtalk:​evo:​oil:​05_piston_oilers_3_by_meherdad_it.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​05_piston_oilers_2_by_meherdad_it.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​06_piston_oilers_1_by_meherdad_it.jpg?​direct&​300|}}| 
 + 
 +====== Oil Drainage ====== 
 +===== Sub Documents ===== 
 +  * [[techtalk:​evo:​oil01f|Drain Oil Passages Through Pics]] 
 + 
 +**Drain oil is not a part of the feed pressure system**. Drain oil is non-pressurized oil that exits the last orifice in the respective pressure path and eventually finds it way to the crankcase or cam chest floor awaiting to be scavenged by the oil pump. Once pressurized oil exits it's last orifice, pressure dissipates and is generally (at atmosphere) from there on. However it is subject to the variable changing crankcase air pressure. Drain oil aides in splash lube since some of that is picked up into air/oil mist and slung onto the moving parts by crankcase pressure pulses and the moving parts themselves. \\ 
 + 
 +**There will always be an amount of oil left in the cases after shutdown**. A large portion of drain oil hits the bottom of the crankcase or cam chest and exits the motor by way of the oil pump and sent back to the oil tank during operation. During shutdown, there will be oil in the feed passages, up top in the boxes, on the flywheels and cams etc. that will fall back down to the cam chest and crank case floors and will not be scavenged since the motor is not running. \\ 
 + 
 +**There may also be a certain amount of oil that drains into the motor from the oil tank after shutdown**. This has been affectionately hailed as Sit Sumping on the XLForum. [[techtalk:​ref:​oil10#​sit_sumpimg|Click Here]] to read more on sit sumping in the Sportsterpedia. There are generally 2 areas of suspect where oil can drain into a non running motor; oil filter pad or oil pump. (1) The oil check ball in the oil filter adapter can allow oil to seep through the filter. (2) Too wide of clearances or worn parts in the oil pump can allow oil to seep into the cam chest. Keep in mind that oil expands when hot. So checking the oil level as soon as you shut off the motor then checking it an hour later may only show the oil shrinking when cold and may not mean the loss on the dipstick went into the motor. Checking when the oil cools down then checking hours/​days/​weeks later may give better results. 
 + 
 +====== Oil Return System (scavenge) ====== 
 +\\ 
 +===== Role of Crankcase Pressure ​=====
 See also in the Sportsterpedia:​ \\ See also in the Sportsterpedia:​ \\
   * [[techtalk:​evo:​engmech07|Evo Sportster Crankcase Ventilation]] \\  ​   * [[techtalk:​evo:​engmech07|Evo Sportster Crankcase Ventilation]] \\  ​
   * [[techtalk:​ref:​engmech04|Crankcase Pressure and Engine Breathing]]. \\   * [[techtalk:​ref:​engmech04|Crankcase Pressure and Engine Breathing]]. \\
  
-Crankcase air pressure ​is generated by the up and down movement ​of the pistons. \\ +**Positive crankcase ​pressure ​(piston downstroke) aides the scavenging ability ​of the pump** ​((aswracing ​of the XLFORUM ​https://www.xlforum.net/​forum/​vendors/nrhs-high-performance/​33374-04s-and-up-and-oil-use/​page27?t=59421&page=27)). Just like the feed side has a positive ​push from the higher strung ​oil tank, the return side gets it's positive push from piston downstroke which increases the NPSHA (Net Positive Suction Head Available) to the pump through ​the passage from the sump. \\ 
-The downstroke of the piston causes the volume underneath the pistons to decrease which puts pressure on the oil (and pushes it to the scavenge passage in the sump). ​((cjburr ​of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?t=73243&page=3)) \\ +[[techtalk:​ref:​oil21#​npshr_vs_npsha|Click Here]] ​to read more on NPSHR vs NPSHA in the REF section ​of the SportsterpediaThe pump requires a positive push of oil to the inlet cavity to function as designed ​and the positive push from downstroke functions to usher oil to the exit port in the sump\\
-This pressure is multi use; \\ +
-  * It helps to push sump oil to the oil pump scavenge port in the sump. \\ (the scavenge side of the pump pulls a vacuum on the sealed ​passage from the sump outlet ​to the pump) ((Deimus ​of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=73243&​page=4)) +
-  * It also initiates ​the splash ​and mist process as the compressed air above the oil is ready to spring up when the piston rises.+
  
-Then the upstroke of the pistons create an upward vacuum bringing some of the oil from the sump with it. \\ +**Negative pressure ​(piston ​upstrokemakes the pump's job harder since the pump is fighting ​the crankcase vacuum**. ((aswracing of the XLFORUM ​https://www.xlforum.net/​forum/vendors/​nrhs-high-performance/​33374-04s-and-up-and-oil-use/​page27?​t=59421&​page=27)). And crankcase vacuum decreases NPSHA to the pump. The pump sucks crankcase oil only when oil is present at the exit port in the rear of the sump. And the return gerotors are larger than the feed gerotors which means the pump will try to remove more oil than it can feed to the motor. Once the oil is scooped up in the crankcase, air is the only thing left to scavenge. This is why you'll see a gulp, then another gulp of oil coming back into the tank. In-between the gulps of oil are gulps of air that separate from the oil and rise once exiting the return hose into the tank. The more vacuum (negative pressure) in the crankcase, the less oil the pump can pick up on average.
-With little to no (piston ​ringblow-by and a check valve on the breather system; \\ +
-Crankcase pressure ​is essentially cycling between atmospheric and negative (pressures) as the pistons go down and back up\\  +
-(remember, due to the common crankpin 45 degree design, a Harley motor is a variable volume crankcase, unlike most motors) ​((aswracing of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=59421&​page=27)) ​\\+
  
-This creates splash oil which is bounced about in the crankcase. \\ +===== Role of the Oil Pump ===== 
-This also creates an air / oil mix when tiny particles intertwine with the oil in suspension. \\ +[[techtalk:​evo:​oil03#​evooiling_lubrication|Click Here]] to reference ​the Evo oil pump section ​in the Sportsterpedia. \\
-The two don't actually mix as does sugar and water. \\ +
-So separating them back apart is fairly easy if you add an obstacle for that '​mix'​ to collide into. \\ +
-The obstacle is widely known as the breather or umbrella valve although anything the mix touches in the motor could accomplish the same thing in theory. \\+
  
-The piston motions create a pulsating blast of air pressure ​(push pull condition as each piston rises and falls). \\ +Oil pump pressure and crankcase pressure work together to remove oil out of the motor. \\ 
-Static ​oil pump pressure ​has already been dissipated by the time it reaches the crankcase\\ +The return side of the oil pump is non-regulated and delivers its entire volume of oil under pressure ​to the return systemHowever, return ​(drain) ​oil is not as available as is feed oil and availability determines (entirevolume of oil. \\ 
-(although it takes static ​oil pressure to get the oil from the pump to the crankcase) \\+
  
-Likewise, crankcase (CC) pressure will have a constant change in velocity. ​\\ +**Crankcase Inlet**: ​\\ 
-Oil in the crankcase ​adds resistance ​to the air pressure ​generated (raising ​the pressure). \\ +**Oil pump return gerotor vacuum sucks oil uphill from the crankcase ​sump port through a drilled passage between there and the rear scavenge inlet cavity (duck bill) of the oil pump**. The crankcase sump outlet is below the scavenge pump inlet. So the oil has to be sucked uphill to get to the pump and then back to the tank. Just as in the feed side, a vacuum is created on the inlet cavity of the return side generated ​by the opening of the gerotors as they rotate around to the inlet side of the pump. Pump vacuum is aided by the positive force of piston downstroke. As the volume between the return gerotor gears increase, the suction on the return path also increases ​(as long as there is oil at the sump port to pick up). Likewise with lower RPM, the suction decreases. Too low of suction ​and the oil path from the crankcase ​loses prime and the gerotor cavities will not completely fill with oil especially on higher RPM and return oil volume will suffer. This will lead to a condition called wet sumping. \\ 
-2004 and up models have feed oil piston squirters which adds more oil into the crankcase. \\ +[[techtalk:​ref:​oil10#​wet_sumping|Click Here]] ​to read more on Wet Sumping ​in the REF section. \\
-04 head drains were diverted ​to the gearcase instead of the crankcase as in previuos models to help offset the difference from the squirters. \\+
  
-The movement of the pistons and flywheels splash ​oil around ​in the engine. \\ +**The oil pump pressurizes ​the oil delivered to the return outlet cavity ​in the pump**. \\ 
-Gravity ​oil (from the drain ports in the headsreturns ​to the crankcase or gearcase ​(respective ​to year model); \\  +One teeth cavity of oil at a time is rotated ​from the inlet side to the outlet side in the pump. The closing of the gerotor teeth afterward combined with the next teeth full of oil continues pressurizing the outlet cavity. The faster the rotation (RPM), the higher the pressure that is created in the outlet of the pump. The slower the RPM, the lower the pressure will be on the outlet. With the return hose being the only path from there to the oil tank, the return pressure to the tank is only restricted by the hose ID, gravity and the air pressure in the tank (which is vented back to the cam chest). Since the return gerotors are bigger than the feed gerotorssome of what the pump returns to the tank is air (which is compressible)The presence of air in the pressure side of the return lowers the pressure delivered to the tank. Lesser restrictions build less pressure in the return path as well. So even though the return side is bigger than the feed sidereturn pressure to the tank could (actually should) be lower than the feed since there are less restrictions and some of that pressured volume is relieved by the presence of air\\
-  * On 86-03 enginesgravity oil falls into the crankcase sump area. +
-  * On 04 and up enginesgravity oil falls into the gearcase.+
  
-**Some CC Pressure is needed**: \\ +**Cam Chest Inlet (1998-Up)**:​ \\ 
-Some of the oil is picked up by the piston upstroke and mixed with the air pressure in the form of mist. \\ +Starting in 1998, an additional inlet was added to the oil pump to scavenge the cam chest as well as the crankcase. 1997 and prior oil pumps do not have the additional cam chest inlet. 
-The mist and splash oil lubricates crankcase components. \\ + 
-And they are also carried into the gearcase compartment to help lubricate the cams and pinion / oil pump gears. ​\\ +1986-up oil pumps: \\ 
-Splash and gravity oil from the connecting rods, crankshaft, rocker boxes and head/​cylinder drainage holes serve to lubricate;+|  1986-1990 Oil Pump Oiling Paths. ((photo by Hippysmack)) ​ |  1991-1997 Oil Pump Oiling Paths  ((photo by Hippysmack)) ​ |  98-Up Oil Pump Oiling Paths ((photo by bsaman of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​rubber-mount-sportster-motorcycle-talk-2004-2006/​87615-crank-replacement-documentation/​page2?​t=691283&​page=2)) ​ | 
 +|{{:​techtalk:​evo:​oil:​86-90_oil_pump_oiling_paths_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​91-97_oil_pump_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​98-up_oil_pump_oiling_paths_by_bsaman.jpg?​direct&​300|}}| 
 + 
 +====== Splash Lubrication ====== 
 +See also in the Sportsterpedia:​ \\ 
 +  * [[techtalk:​evo:​engmech07|Evo Sportster Crankcase Ventilation]] 
 +  * [[techtalk:​ref:​engmech04|Crankcase ​Pressure ​and Engine Breathing]] 
 +  * [[techtalk:​evo:​engmech07|Crankcase Ventilation]] 
 + 
 +Splash lubrication ​is generated by crankcase air pulses and the spinning parts in the engine. \\ 
 + 
 +  ​Crankcase air pressure is generated by the up and down movement of the pistons. The oil level in the sump of the crankcase should never touch the bottom of the flywheels nor should the oil level get to the bottom of the cams in the cam chest. \\ 
 +  ​There is no oil pump pressure in the crankcase or the cam chest. Static oil pump pressure has already been dissipated by the time it reaches the crankcase and the oil past the end pressure points is either considered splash or drain oil until it gets back in the tank. \\ 
 +  * The downstroke of the pistons causes the volume underneath the pistons to decrease which puts air pressure above the oil (and pushes oil to the scavenge passage in the sump). ((cjburr of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​37099-what-causes-wet-sumping/​page3?​t=73243&​page=3)) This pressure is multi use; \\ 
 +    * It helps to push sump oil to the oil pump scavenge port in the sump, (the scavenge side of the pump pulls a vacuum on the sealed passage from the sump outlet to the pump) ((Deimus of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​37099-what-causes-wet-sumping/​page4?​t=73243&​page=4)) 
 +    * It also initiates the splash and mist process as the compressed air above the oil is ready to spring up when the piston rises. 
 +  * Then the upstroke of the pistons create an upward vacuum bringing some of the oil from the sump with it. With little to no (piston ring) blow-by and a check valve on the breather system; crankcase pressure is essentially cycling between atmospheric and negative (pressures) as the pistons go down and back up (remember, due to the common crankpin 45 degree design, a Harley motor is a variable volume crankcase, unlike most motors) ((aswracing of the XLFORUM https://​www.xlforum.net/​forum/​vendors/​nrhs-high-performance/​33374-04s-and-up-and-oil-use/​page27?​t=59421&​page=27)) \\ 
 +  * This pulsating crankcase air (with varying changes in velocity) creates splash oil which is bounced about in the crankcase by the next downstroke. This also creates an air / oil mix when tiny particles intertwine with the oil in suspension. The two don't actually mix as does sugar and water. So separating them back apart is fairly easy if you add an obstacle for that '​mix'​ to collide into. Anything that air/oil mist hits along the way to the breather valve(s) will separate some of the oil from the air. The last obstacle is widely known as the breather or umbrella valve(s). \\ 
 +  * The movement of the pistons and flywheels splash oil around in the engine. 
 +    * Gravity oil (from the drain ports in the heads) returns to the crankcase or gearcase (respective to year model); \\  
 +      * On 1986-2003 engines, gravity oil falls into the crankcase sump area. 
 +      * On 04 and up engines, gravity oil falls into the gearcase. 
 + 
 +**Some CC Pressure is needed**: ​Some of the oil is picked up by the piston upstroke and mixed with the air pressure in the form of mist. The mist and splash oil lubricates crankcase components. \\ 
 +And they are also carried into the gearcase compartment to help lubricate the cams and pinion / oil pump gears. Splash and gravity oil from the connecting rods, crankshaft, rocker boxes and head/​cylinder drainage holes serve to lubricate;
   * Cylinder walls   * Cylinder walls
   * Pistons, piston pins   * Pistons, piston pins
Line 135: Line 184:
   * Main bearings   * Main bearings
  
-**Excess CC Pressure is vented out of the engine**: ​\\ +**Excess CC Pressure is vented out of the engine**: See Crankcase Ventilation in the link above. Excess unvented crankcase pressure will simply build up inside the engine and eventually blow out gaskets / seals in the engine. The pressure (even though needed) would build high enough to be detrimental to the engine. So unusable high pressure is vented out of the engine to keep in (regulate) a certain amount of usable internal pressure. \\ 
-See also [[techtalk:​evo:​engmech07|Crankcase Ventilation]] in the Sportsterpedia\\ + 
-Excess unvented crankcase pressure will simply build up inside the engine and eventually blow out gaskets / seals in the engine. ​\\ +  * __**Splash oil**__ \\ (from the up and down movement of the connecting rods, crankshaft and pressure generated under the pistons on downstroke) 
-The pressure (even though needed) would build high enough to be detrimental to the engine. ​\\ +  * Crankcase pressure mixed with oil in the sump area serves to splash (and lubricate) the moving parts such as; 
-So unusable high pressure is vented out of the engine to keep in (regulate) a certain amount of usable internal pressure. \\+    * Cylinder walls 
 +    * Pistons, piston pins 
 +    * Cam gears and bushings 
 +    * Main bearings 
 +  * Crankcase pressure also serves to help '​push'​ oil from the sump into the scavenger port of the oil pump. 
 + 
 +=== 1991-1999 === 
 +|  1991-1999 crankcase splash holes. ((photo by ehrgeiz of the XLFORUM and labeled by Hippysmack http://​xlforum.net/​forums/​showthread.php?​t=654598&​page=2)) ​ |  Close up view of a 1998 cam chest. ((photo by isiahstites of the XLFORUM and labeled by Hippysmack https://​www.xlforum.net/​forum/​sportster-buell-motorcycle-racing/​lsr-sporster-buell-motorcycle-land-speed-record/​31067-my-ls-build/​page5?​t=51598&​page=5)) ​ | 
 +|{{:​techtalk:​evo:​oil:​91-99_sump_splash_ports_by_ehrgeiz.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​98_cam_chest_by_isiahstites.jpg?​direct&​300|}}|
  
 +=== 2000-2003 ===
 +|  2000-2003 crankcase splash holes. ((photo by WestJC7745 of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​183128-1995-xlh1200?​t=1971672)) ​ |  Close up view of a 2002 cam chest. ((photo by Bruce of the XLFORUM https://​www.xlforum.net/​forum/​sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-engine-conversions/​116357-bruce-s-conversion-finally/​page2?​t=1118529&​page=2up)) ​ |
 +|{{:​techtalk:​evo:​oil:​2000_and_up_sump_splash_ports_by_drummerboy4as.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​02_cam_chest_1_by_bruce.jpg?​direct&​300|}}|
  
 ====== Oil Filter - Function & Control ====== ====== Oil Filter - Function & Control ======
Line 182: Line 242:
 In a similar way, the Check Valve (E) helps to prevent oil draining out of the filter (or being gravity drained from the oil tank, thru the pump & filter) into the engine oiling system when the active flow stops (engine is not running). It has a very low PSI setting so that even a very low movement of oil will pass thru to begin oiling the engine. In a similar way, the Check Valve (E) helps to prevent oil draining out of the filter (or being gravity drained from the oil tank, thru the pump & filter) into the engine oiling system when the active flow stops (engine is not running). It has a very low PSI setting so that even a very low movement of oil will pass thru to begin oiling the engine.
  
-The Pressure Relief Valve (H), which is only on the 1986-91 XL models, is set for about 30psi. This guarantees that the pressure to the oil filter is below that level. But that level of pressure is only present when the oil is cold. Once warm, the normal pressure is below 30psi all the time, even at high RPMS ((Jorgen of the XLForum - http://​xlforum.net/​forums/showthread.php?​t=1609218))+The Pressure Relief Valve (H), which is only on the 1986-91 XL models, is set for about 30psi. This guarantees that the pressure to the oil filter is below that level. But that level of pressure is only present when the oil is cold. Once warm, the normal pressure is below 30psi all the time, even at high RPMS ((Jorgen of the XLForum - https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​148108-oil-pressure?​t=1609218))
  
 While both are differential valves, the Filter Bypass Valve (C) functions on a difference in pressure from one side of the filter material to the other side, while the Pressure Relief Valve (H) functions on absolute input pressure because there is no pressure on the other side of it (in the gearcase or crankcase). While both are differential valves, the Filter Bypass Valve (C) functions on a difference in pressure from one side of the filter material to the other side, while the Pressure Relief Valve (H) functions on absolute input pressure because there is no pressure on the other side of it (in the gearcase or crankcase).
Line 197: Line 257:
 These two references are a good read:\\ These two references are a good read:\\
 http://​www.mgnoc.com/​article_oil_filters_revisited.html\\ http://​www.mgnoc.com/​article_oil_filters_revisited.html\\
-http://​xlforum.net/​forums/showthread.php?​t=2071942\\+https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​195572-oil-filter-functioning?​t=2071942\\
  
 \\ \\
  
 +====== Oil Filter Mount ======
  
-===== Oil Filter Mount ===== 
 ==== Sub Documents ==== ==== Sub Documents ====
-  * [[techtalk:​evo:​oil01a|86-90 Oil Filter Mount Parts, Specs and Dims]]+  * [[techtalk:​evo:​oil01k|1986-1990 Oil Filter Mount Parts, Specs and Dims]]
 See also [[techtalk:​ref:​oil07#​filter_fitment|Oil Filter Fitment]] in the REF section of the Sportsterpedia. \\ See also [[techtalk:​ref:​oil07#​filter_fitment|Oil Filter Fitment]] in the REF section of the Sportsterpedia. \\
  
 \\ \\
 +AKA Oil Filter Pad \\
 +
 **----- 1986-1990 Models -----** \\ **----- 1986-1990 Models -----** \\
 The 1986-1990 oil filter pad is an upgrade to the L-1984-1985 version. \\ The 1986-1990 oil filter pad is an upgrade to the L-1984-1985 version. \\
Line 224: Line 286:
    
 The oil filter adapter is the threaded part that the filter screws onto. \\ The oil filter adapter is the threaded part that the filter screws onto. \\
-{{:​techtalk:​evo:​oil:​92_oil_filter_mount_by_erik-_annotated.jpg?​direct&​300|}} ((photo by Erik of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=320342&​page=2,​ annotated by Hippysmack)) {{:​techtalk:​evo:​oil:​91-up_oil_path_at_filter_pad_by_hippysmack.jpg?​direct&​400|}} ((photo by Hippysmack)) ​\\ +{{:​techtalk:​evo:​oil:​92_oil_filter_mount_by_erik-_annotated.jpg?​direct&​300|}} ((photo by Erik of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​frame-mount-evo-sportster-talk-1986-2003-models/​58938-totalled-my-engine/​page2?​t=320342&​page=2,​ annotated by Hippysmack)) {{:​techtalk:​evo:​oil:​91-up_oil_path_at_filter_pad_by_hippysmack.jpg?​direct&​400|}} ((photo by Hippysmack)) \\
-====== Engine Oil Pressure and Testing ====== +
-On Evo engines, 20% of oil pressure is sent to the bottom end and 80% is sent to the top end. ((2000 MMI Documents))  ​\\+
  
-The oil pump is non-regulatory and delivers its entire volume of oil under pressure to the oil filter mount. \\  +====== Oil System Controls ​======
-When an engine is cold, the engine oil will be more viscous (ie., thicker). \\  +
-During start-up of a cold engine, oil pressure will be higher than normal and oil circulation will be somewhat restricted within the oiling system. \\  +
-As the engine wams to normal operating temperature,​ the engine oil will warm up also and become less viscous - oil pressure will decrease. +
- +
-When an engine is operated at high speeds; \\ +
-The volume of oil circulated through the oiling system increases, resulting in higher oil pressure. \\ +
-As engine speed is reduced, the volume of oil pumped is also reduced, resulting in lower oil pressure. \\ +
- +
-**On 1986-1991 engines**: \\ +
-Oil pressure was measured with a pressure gauge at the plug hole on the engine case between the tappets. \\ +
-The 1/8" NPT allen head plug between the tappets has to be removed for the gauge to be installed. \\ +
-**Note**: On 86-90 models, oil pressure (when checked at the oil filter pad) will be 6-10 psi higher than when checked at the tappet plug on the case at idle. \\  +
- +
-**On 1992 and up engines**: \\ +
-Oil pressure was measure with a pressure gauge at the oil pressure switch location at oil filter pad. \\ +
-The oil pressure switch has to be removed for the gauge to be installed. \\ +
-(idle speed varies from 950-1050 rpm between the different FSMs) \\ +
- +
-**2013 XR1200X**: ((shanneba from the XLFORUM- 2013 Factory Service Manual)) \\ +
-Includes an oil cooler with a thermostat that starts to open at 190ºF (88ºC). \\ +
-The oil pump and the head breathers are a new design. \\  +
-The oil pump rotors are driven by the cams, the feed rotor is driven off the front intake cam and the scavenge rotor is driven by the rear exhaust cam. \\ +
-Oil pressure relief (50 psi) \\ +
- +
- +
-===== Checking oil pressure ​===== +
-See also [[techtalk:​ref:​oil15|Installing an Oil Pressure Gauge]] in the REF section of the Sportsterpedia. \\ +
- +
-When checking oil pressure, it's important to note that you are not testing pressure at a dead stop standpoint. \\ +
-The oil is flowing into the engine at the same time you are testing from a still test site. \\ +
-Likewise, the resulting pressure reading is a reflection of residual pressure while that pressure is being manipulated. \\  +
-(by oil flow as well as the current viscosity) \\ +
- +
-  * Remove the oil pressure switch or tappet hole plug (respectively) and insert the appropriate gauge and fitting(s). +
-  * Run the engine until oil reaches normal operating temperature \\ (motorcycle should be driven at least 20 miles at or above 50mph). +
-    * For an accurate reading, engine oil should be at normal operating temperature:​ 230°F (110°C).((This info from 2008 Sportster Service Manual))  +
-  * Check pressure against the figures in the FSM as in below: +
- +
-**Expected (hot) oil pump pressure per the FSM'​s**:​ \\ +
- +
-^With pressure gauge mounted at tappet hole plug||| +
-|Year Model|Minimum PSI \\ (Idle Speed)|Normal Riding ​ \\ Conditions \\ (2500 rpm)| +
-|1986-1990 ((1986 HD FSM pgs 3-2)) ((1986-1990 HD FSM pgs 3-2, 3-10))|1-7 psi|5-30 psi (2500 rpm)| +
-|1991 ((1991 HD FSM pgs 3-2, 3-32))|7-12 psi|12-17 psi (2500 rpm)| +
-^With pressure gauge mounted at oil filter pad||| +
-|Year Model|Minimum PSI \\ (Idle Speed)|Normal Riding ​ \\ Conditions \\ (2500 rpm)| +
-|1986-1990 \\ ((1986-1990 HD FSM pg 3-10))|7-17 psi \\ (see above)|not \\ specified| +
-|1992-2004 \\ ((1991-1992 HD Sportster FSM pgs 3-2, 3-32)) ((1993-1994 HD Sportster FSM pgs 3-3, 3-40)) ((1995-1996 HD Sportster FSM pgs 3-3, 3-38)) ((1998 HD Sportster FSM pgs 3-3, 3-38)) ((1999 HD Sportster FSM pgs 3-3, 3-40)) ((2000 HD Sportster FSM pgs 3-3, 3-6, 3-54)) ((2004 HD Sportster FSM pgs 3-3, 3-14))| 7-12 psi|10-17 psi (2500 rpm)| +
-|2013 XR1200X \\ ((shanneba from the XLFORUM- 2013 Factory Service Manual))|16-20 psi|40-44 psi| +
- +
-===== Rocker box pressure ===== +
-It's important to note that feed oil pressure never enters the rocker boxes. Pump pressure stops at the lifter bores. \\ +
-  * Residual working pressure from the lifters resides in the rocker boxes as well as crankcase pressure. +
-    * On a cold startup, the pressure is higher due to the thicker oil present. +
-    * As the engine warms up, the oil thins out and the pressure is reduced in the rocker boxes. +
-  * Excess crankcase pressure (air and oil mist) is vented differently between (86-90) and (91 and up) models. +
-    * So, it is possible to notice different pressures from them with a pressure gauge testing from the rocker box. +
-    * However, a gauge tapped into any rocker box will most likely measure air pressure instead of oil pressure. +
-    * Air will compress and oil will not, therefore the readings should be lower than if you were testing at the oil pressure switch. +
- +
-=== 1986-1990 engines === +
- +
-    * Crankcase pressure is vented through the cam cover. +
- +
-=== 1991 and up engines === +
- +
-    * Crankcase pressure is routed up the pushrod tubes and exit a hole in each head on the intake valve side. +
- +
-===== Cam Cover Pressure ===== +
-Oil pump pressure is always present internally in the cam cover with the engine running. \\ +
-That is also a deceiving statement. Pump pressure runs through internal cavities in the cover to get from the top to the bottom of the cover and to the pinion shaft. \\ +
-However, oil pump pressure is confined internally in the cover and does not pressurize the cam chest. \\ +
-  +
-  * On 1986-1990 engines; +
-    * Oil pressure from the pump is fed into the bottom of the cam cover. \\ The cover gets it's oil from the oil pump via intersecting holes between the bottom of the case and the cover. \\ (the gearcase gets no oil from this passage in the cover, outside of spillage from the pinion shaft bushing) \\ The cover supplies oil to the pinion shaft and upper feed galley for the lifters. +
-    * A vertical internal oil passage in the cover is routed from the top to the bottom of the cover with a hole exiting in each corresponding hole in the case. \\ The hole in the middle of the case at the top intersects into the internal oil feed galley of the cover. \\ An internal cross drilled hole runs to the back of the pinion shaft bushing. \\ This supplies oil to the pinion bushing and sends pressurized oil through the hole in the pinion shaft for the rod bearings. +
-  * On 1991 and up engines; +
-    * Oil pressure to the cam cover is fed from the top of the cam chest \\ The cover gets it's oil from the oil pump via a horizontal drilled hole thru the upper right case from the filter pad to the upper feed galley. \\ (the gearcase gets no oil from this passage in the cover, outside of spillage from the pinion shaft bushing) \\ The cover supplies oil to the upper feed galley for the lifters (and piston squirters on 2004-up Sportsters) as well as the pinion shaft and it's bushing \\  An internal cross drilled hole runs to the back of the pinion shaft bushing. \\ This oils the pinion bushing and at the same time sends pressurized oil through the hole in the pinion shaft for the rod bearings. +
- +
-===== Oil Tank Pressure ===== +
-See the full article, [[techtalk:​ref:​oil20|Oil Tank Pressure]], in the REF section of the Sportsterpedia. \\ +
-There should not be any noticeable pressure in the oil tank although it does transfer pressure. \\ +
-The oil tank vent line to the cam chest allows the pump to send the oil to the tank without pressurizing the inside of it and blowing the cap off. ((cjburr of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=59421&​highlight=piston+oiler&​page=68)) \\ +
-It is not there to vent the cam chest, the breathers do that. \\ +
- +
-**During normal operation**;​ \\ +
-With the tank cap / dipstick removed, tank pressure is vented to atmosphere from the top of the tank. \\  +
-With the tank cap / dipstick installed, tank pressure is vented to the cam chest. \\ +
- +
-**During shutdown**; \\ +
-The oil tank vent is connected to the cam chest and the cam chest is vented out the breather valve in the cam cover. \\ +
-So if you have pressure in your oil tank and the vent to the cam chest is not blocked then the cam chest is also pressurized. \\ +
-If the cam chest is holding pressure, then your breather valve can not be venting properly. \\ +
- +
-Bottom line is that if the vent system is working properly, you shouldn'​t have excessive pressure build up in the oil tank. ((Deimus of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=87313)) \\+
  
 +===== Oil Pressure Regulator - 1986-1991 Models ONLY =====
 +==== Sub Documents ====
 +  * [[techtalk:​evo:​oil01k#​oil_pressure_regulator|Pics and Installation of the 1986-1990 Plunger and Spring]]
  
 +Also see [[techtalk:​ref:​oil05e#​oil_filter_mount_mods|1986-1990 Oil Filter Mount Mods]] for modifications to the pressure regulator system. \\
 \\ \\
-\\ 
- 
-====== Oil System Controls ====== 
- 
-===== Oil Pressure Regulator - 1986-1991 Models ONLY ===== 
  
 **----- 1986-1990 Models -----** **----- 1986-1990 Models -----**
  
-See [[techtalk:​evo:​oil01a#​oil_pressure_regulator|pics and installation of the plunger and spring]] for 86-90 models in the Sportsterpedia. \\ 
-Also [[techtalk:​ref:​oil05e#​oil_filter_mount_mods|86-90 Oil Filter Mount Mods]] for modifications to the pressure regulator system. \\ 
 |{{:​techtalk:​evo:​oil:​86-90-oilfiltermount.jpg?​direct&​500|}}| |{{:​techtalk:​evo:​oil:​86-90-oilfiltermount.jpg?​direct&​500|}}|
  
-|  1986-90 Oil Filter Mount  ((photo Hippysmack of the XLFORUM)) ​ |Pressurized oil comes into the gearcase from the hole at the arrow on \\ the right. ((photo by Mini_blitz of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=1974615&​page=3))|+|  1986-90 Oil Filter Mount  ((photo Hippysmack of the XLFORUM)) ​ |Pressurized oil comes into the gearcase from the hole at the arrow on \\ the right. ((photo by Mini_blitz of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​183493-1986-evolution-sportster-cam-cover-install-help/​page3?​t=1974615&​page=3))|
 |{{:​techtalk:​evo:​oil:​86-90_oil_pressure_regulator_by_hippysmack.jpg?​direct&​400|}}|{{:​techtalk:​evo:​oil:​86-90_sump_splash_ports_oiling_by_mini_blitz.jpg?​direct&​400|}}| |{{:​techtalk:​evo:​oil:​86-90_oil_pressure_regulator_by_hippysmack.jpg?​direct&​400|}}|{{:​techtalk:​evo:​oil:​86-90_sump_splash_ports_oiling_by_mini_blitz.jpg?​direct&​400|}}|
- 
- 
  
 With the new Evolution engine in 1986, an oil pressure regulator (relief valve) was implemented to bleed off some of the oil when the pressure thru the filter became to high. \\ With the new Evolution engine in 1986, an oil pressure regulator (relief valve) was implemented to bleed off some of the oil when the pressure thru the filter became to high. \\
Line 352: Line 312:
 The spring-loaded pressure regulator opens at about 30 psi. \\ The spring-loaded pressure regulator opens at about 30 psi. \\
 However, it is usually only regulating when the engine oil is cold. \\ However, it is usually only regulating when the engine oil is cold. \\
-When the engine is warm, the valve is typically shut, since pressure is usually below 30 psi even at high rpms. ((Jorgen of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=1609218))+When the engine is warm, the valve is typically shut, since pressure is usually below 30 psi even at high rpms. ((Jorgen of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​148108-oil-pressure?​t=1609218))
  
 The pressure relief parts for 1986-1990 are: \\ The pressure relief parts for 1986-1990 are: \\
Line 375: Line 335:
 Since the new plug is already in the gearcase, the washer (6037) was eliminated. Since the new plug is already in the gearcase, the washer (6037) was eliminated.
  
-{{:​techtalk:​evo:​oil:​1991_oil_pressure_relief_by_robo1040_-_annotated.jpg?​direct&​400|}} ((photo by robo1040 of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=2048447&​highlight=1991&​page=2,​ labeled by Hippysmack)) {{:​common:​space100x5px.jpg?​50|}} {{:​techtalk:​evo:​oil:​91-oilpressurereliefvalve.jpg?​300|}}+{{:​techtalk:​evo:​oil:​1991_oil_pressure_relief_by_robo1040_-_annotated.jpg?​direct&​400|}} ((photo by robo1040 of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-styles/​sportster-motorcycle-project/​191883-new-project-for-2018-oil-in-frame-chopped-deathtrap/​page2?​t=2048447&​highlight=1991&​page=2,​ labeled by Hippysmack)) {{:​common:​space100x5px.jpg?​50|}} {{:​techtalk:​evo:​oil:​91-oilpressurereliefvalve.jpg?​300|}}
  
 The pressure relief parts for 1991 are:\\ The pressure relief parts for 1991 are:\\
Line 387: Line 347:
  
 ==== XLFORUM Discussion Threads on the Pressure Regulator ==== ==== XLFORUM Discussion Threads on the Pressure Regulator ====
-[[http://​xlforum.net/​forums/showthread.php?​t=2071753&​highlight=86-90&​page=4|Oil Pump Upgrade '​86-'​90]]+[[https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​frame-mount-evo-sportster-talk-1986-2003-models/​195407-oil-pump-upgrade-86-90/​page4?​t=2071753&​highlight=86-90&​page=4|Oil Pump Upgrade '​86-'​90]]
  
 ===== Oil Pressure Regulator - 92 and Up Models ===== ===== Oil Pressure Regulator - 92 and Up Models =====
-The oil pressure regulating unit was discontinued for 92 and up engines (and 91 replacement cases). \\ +The oil pressure regulating unit was discontinued for 1992 and up engines (and 1991 replacement cases). \\ 
-Excess ​oil pressure is constantly shared between the pinion shaft and a passage drilled in the upper feed galley of the right case. \\ + 
-Overall oil flow and pressure to the pinion shaft is lowered (to designed level) due to some of that oil now discharging out the piston squirter hole. \\ +On 1992-Up engines, excess ​oil pressure is constantly shared between the pinion shaft and a passage drilled in the upper feed galley of the right case. \\ 
-It is a double duty (hole) drilled from the center open feed galley down toward #2 cam gear. \\ +It is a double duty (hole) drilled from the center open feed galley down toward #2 cam gear teeth. \\ 
-This passage is on the oil filter side of both the lifters and the crankpin and lowers system pressure to both. \\ +This passage is on the oil filter ​output ​side of the lifters and crankpin and thus lowers system pressure to both as an additional outlet. \\ 
-It sprays oil onto #2 cam gear which in turn splashes oil to all cam gears by way of the gears meshing. \\+It sprays oil onto #2 cam gear teeth which in turn splashes oil to all cam gears by way of the gears meshing. \\
 The hole is app .060" ID which is the same size as the pinion shaft restricted orifice. \\ The hole is app .060" ID which is the same size as the pinion shaft restricted orifice. \\
  
-|  ​98 cam chest. ((photo by isiahstites of the XLFORUM and labeled by Hippysmack ​http://​xlforum.net/​forums/showthread.php?​t=51598&​page=5)) ​ |+|  ​1998 cam chest. ((photo by isiahstites of the XLFORUM and labeled by Hippysmack ​https://www.xlforum.net/​forum/sportster-buell-motorcycle-racing/​lsr-sporster-buell-motorcycle-land-speed-record/​31067-my-ls-build/​page5?​t=51598&​page=5)) ​ |
 |{{:​techtalk:​evo:​oil:​98_cam_chest_by_isiahstites.jpg?​direct&​300|}}| |{{:​techtalk:​evo:​oil:​98_cam_chest_by_isiahstites.jpg?​direct&​300|}}|
  
 ===== Oil Pressure Switch ===== ===== Oil Pressure Switch =====
-See also [[techtalk:​ref:​svcproc30#​testing_the_oil_pressure_switch|Testing the Oil Pressure Switch]] ​in the Ref section of the Sportsterpedia. ​\\+==== Sub Documents ==== 
 +  * [[techtalk:​evo:​oil01q|Oil Pressure Switch Removal and Installation]] 
 + 
 +See also in the REF section of the Sportsterpedia:​ \\ 
 + * [[techtalk:​ref:​oil19|Homemade Oil Pressure Light]] in case you don't have one. \\ 
 + ​* ​[[techtalk:​ref:​svcproc30#​testing_the_oil_pressure_switch|Testing the Oil Pressure Switch]] \\ 
  
 The oil pressure switch (for the oil light) is a pressure actuated diaphragm type on / off switch basically. \\  The oil pressure switch (for the oil light) is a pressure actuated diaphragm type on / off switch basically. \\ 
Line 421: Line 387:
 The oil light is important to have since if it is not working, it can be assumed that you have little to none oil flow to the engine. \\ The oil light is important to have since if it is not working, it can be assumed that you have little to none oil flow to the engine. \\
 If the pressure switch doesn'​t operate the light it should be checked for proper operation or replaced. \\ If the pressure switch doesn'​t operate the light it should be checked for proper operation or replaced. \\
-For the $30 or whatever you save by not buying the switch, it's just not worth it to not have the low engine pressure idiot light working. ((billeuze of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=1185646&​page=3)) \\+For the $30 or whatever you save by not buying the switch, it's just not worth it to not have the low engine pressure idiot light working. ((billeuze of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​ironhead-sportster-motorcycle-talk-1957-1985/​121221-76-ironhead-oil-line-help-with-photos/​page3?​t=1185646&​page=3)) \\
 If your motor is ready to run and you need to test it then you can connect a piece of clear hose so you can see oil in it. \\ Don't plug the end till you've primed the pump (if applicable). \\ If your motor is ready to run and you need to test it then you can connect a piece of clear hose so you can see oil in it. \\ Don't plug the end till you've primed the pump (if applicable). \\
 Replace a defective switch as soon as possible. \\ Replace a defective switch as soon as possible. \\
Line 434: Line 400:
 |{{:​techtalk:​evo:​oil:​oil_pressure_switch_6_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_7_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_8_by_hippysmack.jpg?​direct&​300|}}| |{{:​techtalk:​evo:​oil:​oil_pressure_switch_6_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_7_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_8_by_hippysmack.jpg?​direct&​300|}}|
  
-|Oil switch on 88 model ((photo by kevmic28 of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=678083))|Oil switch position on 99 model ((photo by hellhound of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​p=4429187))|Oil switch position on 04 model ((photo by hellhound of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​p=4429187))|+|Oil switch on 88 model ((photo by kevmic28 of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-era-specific-and-model-specific/​frame-mount-evo-sportster-talk-1986-2003-models/​86874-oil-leak?​t=678083))|Oil switch position on 99 model ((photo by hellhound of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​150385-99-03-oil-gauge-install#​post3227007))|Oil switch position on 04 model ((photo by hellhound of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​150385-99-03-oil-gauge-install#​post3227007))|
 |{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_88_model_by_kevmic28.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_99_sportster_by_hellhound.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_04_sportster_by_hellhound.jpg?​direct&​300|}}| |{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_88_model_by_kevmic28.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_99_sportster_by_hellhound.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​oil_pressure_switch_on_04_sportster_by_hellhound.jpg?​direct&​300|}}|
- 
-==== Installation ==== 
- 
-{{ :​techtalk:​evo:​oil:​oil_pressure_switch_threads_by_hippysmack.png?​direct&​300|}} ((drawing by Hippysmack)) \\ 
- 
- 
-**Caution**:​ __DO NOT tighten the oil pressure switch too tight__. \\ 
-It will either strip the threads in the filter housing or crack the filter housing. \\ 
-If you don't have access to a torque wrench or can't get one to fit in there, use a "hand tight plus a little"​ approach when tightening the switch. \\ 
-You can also clamp a nut in a vise if needed, install a bolt and tighten it to 5-7 ft/lbs. \\ 
-Then use a open/box end wrench to feel the point where it turns. \\ 
-Then you have a bench mark '​feel'​ for how tight to turn the pressure switch with the same type wrench. \\ 
-This one got tightened too much and cracked the filter housing. 
- 
-Don't over tighten to try and stop a leak. It doesn'​t take much oomph to seal the pressure switch. \\ 
-Don't use silicone on the threads. Thread tape may break off and enter the filter or the engine. \\ 
-In theory, you should be able to stop a leak from the switch threads without any thread sealer because of the tapered threads. \\ 
-But thread sealer of some type (Loctite, plumbing pipe dope or other) is suggested. \\ 
-Keep in mind that any thread dressing applied will pre-load the torque needed. \\ 
-So be sure to back down on final torque when using thread sealants. \\ 
- 
-==== If the switch cracks the filter housing ==== 
- 
-If you used the proper torque and it still leaks oil, you may need to pull the switch and filter and look for a crack in the housing. \\ 
-Pull the switch and the filter so you can see both the housing and the hole threads. \\ 
-It only takes a little more than needed to crack the housing. \\ 
-The switch threads are tapered. Turned too far in, the taper widens the hole and expands the aluminum around the hole. \\ 
-The hole is near the end of the filter pad. \\ 
-With little surface area between the hole and the end of the housing, that is the weakest part and where cracks will appear. \\ 
-If yours has cracked, it'll need to be welded. The crack will only get worse with vibration. \\ 
-The thing about welding is it causes warp-age. ​ Once it's welded, the threads for the switch will probably need to be reconditioned as the hole may warp. \\ 
-If so, you can try and chase the threads with a tap. \\ 
-You may have to go with a threaded bushing (bigger threads into the housing with smaller threads on the other end) to add the switch back. \\ 
-Also the main purpose for the filter pad is the machined flat surface for the filter. \\ 
-It will need to be checked for flatness after welding so the filter don't leak. \\ 
- 
-The no weld version is: ((Tomcatt of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2076356&​page=3)) \\  
-Clean the crack thoroughly with brake cleaner or contact cleaner. Screw the pressure switch in to open up the crack and clean it some more. It's gotta be CLEAN. \\ 
-Remove the switch and apply 290 Loctite (no substitutes) to the pressure switch threads and hole and screw in the pressure switch. \\ 
-After the switch in in place apply 290 Loctite to the crack so it can wick into the crack. \\ 
-Cross your fingers while the Loctite cures. \\ 
-Loctite 290 is a thread locker you apply to the fastener after it's been installed and tightened and it's used to seal cracks and/or weld porosity. \\ 
- 
-Also check the threads in the hole. \\ 
-Too much torque will damage aluminum threads pretty fast and to different degrees. \\ 
-Clean the filter mount surface and verify there is no crack and then inspect the threads for the switch. \\ 
-The thread pitch in the housing is 1/8" NPS (non tapered). You can run a tap into the threads and try to straighten them if needed. \\ 
- 
-**Cracked**:​ 
-This filter housing was cracked due to too much torque being applied while tightening the oil pressure switch. \\ 
- 
-{{:​techtalk:​evo:​oil:​2000_1200s_cracked_oil_filter_housing_1_by_vagrant318.jpg?​direct&​300|}} ((photo by vagrant318 of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​p=5819049#​post5819049)) {{:​techtalk:​evo:​oil:​2000_1200s_cracked_oil_filter_housing_4_by_vagrant318.jpg?​direct&​300|}} ((photo by vagrant318 of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2076356&​page=4)) {{:​techtalk:​evo:​oil:​2000_1200s_cracked_oil_filter_housing_3_by_vagrant318.jpg?​direct&​300|}} ((photo by vagrant318 of the XLFORUM http://​xlforum.net/​forums/​showthread.php?​t=2076356&​page=4)) \\ 
- 
- 
-\\ 
- 
-===== Oil Pressure Light ===== 
- 
-If the oil pressure light stays on at speeds above idling, always check the oil supply first. \\ 
-Then if the oil supply is normal, look inside the oil tank to determine if oil is returning to the tank from the return hose with the engine running. \\ 
-If oil is returning to the tank, there is some circulation and the engine may be run a short distance if necessary. \\ 
-If no oil is returning, shut the engine off until the trouble is located and fixed. \\  
- 
-Conditions causing the oil light to stay on; \\ 
-Low or diluted oil supply, \\ 
-Or a plugged lifter screen (86-91) under the plug between the tappets, \\ 
-A grounded oil signal switch wire, \\ 
-Faulty oil switch, \\ 
-Faulty or weak oil pump, \\ 
-Clogged feed hose (in freezing weather from ice and sludge preventing the circulation of oil). \\ 
- 
- 
  
  
 ===== Oil Check Valve (77-E87)===== ===== Oil Check Valve (77-E87)=====
-See [[techtalk:​evo:​oil01a#​oil_check_valve_86-e87|Oil Check Valve (86-E87)]] in the Sportsterpedia. \\ +See [[techtalk:​evo:​oil01k#​oil_check_valve_86-e87|Oil Check Valve (86-E87)]] in the Sportsterpedia. \\ 
-The Oil Check Valve is located behind the threaded filter adapter in the center of the oil filter mount. ​\\ +The Oil Check Valve on 1986-E1987 engines ​is located behind the threaded filter adapter in the center of the oil filter mount. The filter adapter I.D. was enlarged on the filter end to accept the check valve. The check valve operation is dependent on receiving filtered oil (through the filter media) to lift the check valve cup and allow oil to pass. Therefore, a stopped up oil filter media condition (not allowing flow or enough flow) may not produce enough oil pressure to open the check valve before the filter bypass opens. \\
-The filter adapter I.D. was enlarged on the filter end to accept the check valve. ​\\ +
-The check valve operation is dependent on receiving filtered oil (through the filter media) to lift the check valve cup and allow oil to pass. \\ +
-Therefore, a stopped up oil filter media condition (not allowing flow or enough flow) may not produce enough oil pressure to open the check valve before the filter bypass opens. \\+
  
-**The oil pump check valve plays a role in the operation of the  oil pressure switch**. \\ +**The oil pump check valve plays a role in the operation of the  oil pressure switch**. \\ 
 +It adds additional restriction in the feed path which raises the oil pressure in the chamber feeding the switch. \\
  
 |{{:​techtalk:​evo:​oil:​77-e87_oil_check_valve_1_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​86-e87_oil_check_valve_location_2_by_hippysmack.jpg?​direct&​300|}}| |{{:​techtalk:​evo:​oil:​77-e87_oil_check_valve_1_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​86-e87_oil_check_valve_location_2_by_hippysmack.jpg?​direct&​300|}}|
  
-The check valve is not a pass through but instead a cartridge type one way check valve operated by a spring loaded cup against a seat pressing at 4-6 PSI. \\  +The check valve is not a pass through but instead a cartridge type one way check valve operated by a spring loaded cup against a seat pressing at 4-6 PSI. Oil pressure enters the center of the check valve, lifts the cup against its spring and exits the check valve by pushing around and past the cup and into the engine. At a point, the cup will float off it's seat up against the spring towards the end of it's travel. \\
-Oil pressure enters the center of the check valve, lifts the cup against its spring and exits the check valve by pushing around and past the cup and into the engine. ​\\ +
-At a point, the cup will float off it's seat up against the spring towards the end of it's travel. \\+
  
 According to the FSM, the check valve has two main functions; \\ According to the FSM, the check valve has two main functions; \\
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 Without the check valve, the pressure would not build up as much in the oil '​pocket'​ in the filter housing. \\ Without the check valve, the pressure would not build up as much in the oil '​pocket'​ in the filter housing. \\
-It would free flow into the crankcase and disperse. ​\\ +It would free flow into the crankcase and disperse. With the check valve installed and the oil having to find it's way around the cup, pressure builds behind it in the pocket. This back pressure builds inside the pump and pushes the pressure switch contacts open, shutting off the oil light. \\
-With the check valve installed and the oil having to find it's way around the cup, pressure builds behind it in the pocket. ​\\ +
-This back pressure builds inside the pump and pushes the pressure switch contacts open, shutting off the oil light. \\+
  
-The check valve spring does not control the amount of oil that enters the engine (unless it's stuck closed). ​\\ +The check valve spring does not control the amount of oil that enters the engine (unless it's stuck closed). The flow goes past the check no matter what. The spring pressure is very light. It regulates (creates and manages) the oil pressure in the pocket next to the switch before it enters the engine. That pocket is protected for one reason (to operate the oil switch, therefore the oil light). If you are not running an oil light, there is no reason to be concerned with the check valve (in regards to a running engine). You could remove the light and the check and it would not affect the oil flow thru the engine. The positive displacement oil pump will still deliver oil. But you are also running your machine blind. \\
-The flow goes past the check no matter what. The spring pressure is very light. ​\\ +
-It regulates (creates and manages) the oil pressure in the pocket next to the switch before it enters the engine. ​\\ +
-That pocket is protected for one reason (to operate the oil switch, therefore the oil light). ​\\ +
-If you are not running an oil light, there is no reason to be concerned with the check valve (in regards to a running engine). ​\\ +
-You could remove the light and the check and it would not affect the oil flow thru the engine. ​\\ +
-The positive displacement oil pump will still deliver oil. \\+
  
-The check/​switch/​light is a safety precaution to let you see the light and warn you that the pressure in the pocket is low. \\ +The check/​switch/​light is a safety precaution to let you see the light and warn you that the pressure in the pocket is low. In theory and design, if the pressure in the pocket is low, oil flow would also be low. In practice, there are too many variables on a worn engine, pump, check, switch etc. to keep theory and design true all the time. The cup will stay off it's seat and open as long as there is sufficient oil pressure pushing against its spring. This spring actuates the 4-6 PSI pressure that the pump must overcome. If there is not enough oil pressure coming from the pump to keep the check valve cup completely or partially off it's seat; The back pressure from the spring will push the cup toward it's seat, or closed position, equal to the amount of minimum pressure loss from the pump. Thinner (hotter) oil flows faster and builds less pressure. \\
-In theory and design, if the pressure in the pocket is low, oil flow would also be low. \\ +
-In practice, there are too many variables on a worn engine,​pump,​ check, switch etc. to keep theory and design true all the time. \\ +
- +
-The cup will stay off it's seat and open as long as there is sufficient oil pressure pushing against its spring. ​\\ +
-This spring actuates the 4-6 PSI pressure that the pump must overcome. ​\\ +
-If there is not enough oil pressure coming from the pump to keep the check valve cup completely or partially off it's seat; \\ +
-The back pressure from the spring will push the cup toward it's seat, or closed position, equal to the amount of minimum pressure loss from the pump. \\ +
-Thinner (hotter) oil flows faster and builds less pressure. \\+
  
 When the oil thins out, the oil will still push past the cup. \\ When the oil thins out, the oil will still push past the cup. \\
-At a point, the pressure from the pump may not be sufficient to completely float the cup off it's seat. \\ +At a point, the pressure from the pump may not be sufficient to completely float the cup off it's seat. So, the cup will turn sideways a bit only allowing oil to pass it on one side. \\
-So, the cup will turn sideways a bit only allowing oil to pass it on one side. \\ +
  
 {{:​techtalk:​ih:​oil:​77-85_oil_check_valve_drawing_by_hippysmack.jpg?​direct&​500|}} \\ {{:​techtalk:​ih:​oil:​77-85_oil_check_valve_drawing_by_hippysmack.jpg?​direct&​500|}} \\
  
-This reduction in pressure is also sensed by the oil pressure switch. ​\\ +This reduction in pressure is also sensed by the oil pressure switch. When the pressure drops, the diaphragm eases back toward the closed position. If the pressure is low enough, the contacts will close or partially make contact while closing or intermittently opening and closing. The oil light will come on or flicker depending on the action of the contacts. \\
-When the pressure drops, the diaphragm eases back toward the closed position. ​\\ +
-If the pressure is low enough, the contacts will close or partially make contact while closing or intermittently opening and closing. ​\\ +
-The oil light will come on or flicker depending on the action of the contacts. \\+
  
-The pressure switch requires no back pressure from the engine to stay open.\\ +The pressure switch requires no back pressure from the engine to stay open. It opens solely from the pressure generated from the oil pump with the assistance of the check valve to hold some of that pressure in the pump. \\
-It opens solely from the pressure generated from the oil pump with the assistance of the check valve to hold some of that pressure in the pump. \\ +
-So, it is possible but not likely to have a stuck closed check valve with no oil light on. \\+
  
 ===== Oil Check Ball (L87 and Up) ===== ===== Oil Check Ball (L87 and Up) =====
-See also [[techtalk:​evo:​oil01a#​oil_check_ball_and_spring_l87-90|L87-90 Oil Check Ball Pics]] in the Sportsterpedia. \\+==== Sub Documents ==== 
 +  * [[techtalk:​evo:​oil01v|1991-Up Check Ball Removal and Installation]] 
 +  * [[techtalk:​evo:​oil01w|1992-Up Check Ball and Spring Dims]] 
 + 
 +See also [[techtalk:​evo:​oil01k#​oil_check_ball_and_spring_l87-90|L87-90 Oil Check Ball Pics]] in the Sportsterpedia. \\
 The Oil Check Ball is located behind the threaded filter adapter in the center of the oil filter mount. The Oil Check Ball is located behind the threaded filter adapter in the center of the oil filter mount.
  
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 </​blockquote>​ </​blockquote>​
  
-The oil enters the oil filter at full pressure from the pump. \\ +The oil enters the oil filter at full pressure from the pump. After the oil exits the oil filter, it pushes against and opens the check ball that's located behind the oil filter mount. The spring behind the check ball keeps pressure (4 to 6 psi) against the ball. ((Gcram399 of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​148108-oil-pressure?​t=1609218)) It's purpose is to prevent the oil tank from draining into the motor while the bike is shut off. It also keeps enough oil pressure upstream of the motor to turn off the oil pressure light. It does nothing to actually regulate the oil pressure in the motor though. ((aswracing of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​148108-oil-pressure?​t=1609218)) \\
-After the oil exits the oil filter, it pushes against and opens the check ball that's located behind the oil filter mount. ​\\ +
-The spring behind the check ball keeps pressure (4 to 6 psi) against the ball. ((Gcram399 of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=1609218)) ​\\ +
-It's purpose is to prevent the oil tank from draining into the motor while the bike is shut off. \\ +
-It also keeps enough oil pressure upstream of the motor to turn off the oil pressure light. ​\\ +
-It does nothing to actually regulate the oil pressure in the motor though. ((aswracing of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=1609218)) \\+
  
-The check ball operation is dependent on receiving filtered oil (through the filter media) to push the ball off it's seat and allow oil to pass. \\ +The check ball operation is dependent on receiving filtered oil (through the filter media) to push the ball off it's seat and allow oil to pass. Therefore, a stopped up oil filter media condition (not allowing flow or enough flow) may not produce enough oil pressure to open the check ball path before the filter bypass opens. \\
-Therefore, a stopped up oil filter media condition (not allowing flow or enough flow) may not produce enough oil pressure to open the check ball path before the filter bypass opens. \\+
  
 |{{:​techtalk:​evo:​oil:​l87-90_check_ball_and_spring_2_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​92_-_up_check_ball_and_spring_by_jordan1200.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​86-90_oil_filter_adapter_kit_33116-86a_by_hippysmack.jpg?​direct&​300|}}| |{{:​techtalk:​evo:​oil:​l87-90_check_ball_and_spring_2_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​92_-_up_check_ball_and_spring_by_jordan1200.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​86-90_oil_filter_adapter_kit_33116-86a_by_hippysmack.jpg?​direct&​300|}}|
-|  Check Ball (26437-86A) L87-91 \\ (replaced by (26437-86B) ) ((photo by Hippysmack)) ​ |  Check Ball (26437-86B) 92-Up ((photo by jordan1200 of the XLFORUM ​http://​xlforum.net/​forums/showthread.php?​t=2072806)) ​ |  Check Ball and Spring Kit (33116-86A) for 86 -up Models ((photo by Hippysmack)) ​ |+|  Check Ball (26437-86A) L87-91 \\ (replaced by (26437-86B) ) ((photo by Hippysmack)) ​ |  Check Ball (26437-86B) 92-Up ((photo by jordan1200 of the XLFORUM ​https://www.xlforum.net/​forum/sportster-motorcycle-forum/​sportster-motorcycle-motor-engine/​sportster-motorcycle-bottom-end/​196304-oil-filter-mount-and-check-valve?​t=2072806)) ​ |  Check Ball and Spring Kit (33116-86A) for 86 -up Models ((photo by Hippysmack)) ​ |
  
-|{{:​techtalk:​evo:​oil:​92-up_used_oil_check_ball_dims_1_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​92-up_used_oil_check_ball_dims_2_by_hippysmack.jpg?​direct&​300|}}| 
-|  1992-up Check Ball Dims (used and working ball) ((photo by Hippysmack)) ​ || 
  
-|{{:​techtalk:​evo:​oil:​92-up_used_oil_check_ball_spring_dims_1_by_hippysmack.jpg?​direct&​300|}}|{{:​techtalk:​evo:​oil:​92-up_used_oil_check_ball_spring_dims_2_by_hippysmack.jpg?​direct&​300|}}| 
-|  1992-up Check Ball Spring Dims (used and working spring) ​ || 
- 
-==== Removal ==== 
- 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_1_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) {{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_2_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) \\ 
- 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_3_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_4_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) {{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_5_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) \\ 
- 
-==== Installation ==== 
- 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_6_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) \\ 
- 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_7_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) ​ 
-{{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_8_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) {{:​techtalk:​evo:​oil:​91-up_oil_check_valve_location_9_by_hippysmack.jpg?​direct&​300|}} ((photo by Hippysmack)) \\ 
- 
-====== Wet Sumping ====== 
-See article on [[techtalk:​ref:​oil10|Wet Sumping]] in the REF section of the Sportsterpedia 
  
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