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techtalk:ih:oil01 [2021/06/17 13:03] hippysmack [Cam Gear Oiler (1985 models only)] |
techtalk:ih:oil01 [2024/02/08 23:09] 52.70.240.171 ↷ Links adapted because of a move operation |
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| * [[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]] | ||
| - | |||
| ====== Engine Oiling ====== | ====== Engine Oiling ====== | ||
| Line 16: | Line 15: | ||
| The Sportster Oiling Cycle is defined in the FSMs. \\ | The Sportster Oiling Cycle is defined in the FSMs. \\ | ||
| However, that description is vague in some of the intricate transitions of the oil path in the engine. \\ | However, that description is vague in some of the intricate transitions of the oil path in the engine. \\ | ||
| - | This article is an attempt to clarify some of the gray areas from the FSM's descriptions with further description and pictures. ((Hippysmack of the XLFORUM )) \\ | + | This page is an attempt to clarify some of the gray areas from the FSM's descriptions with further description and pictures. ((Hippysmack of the XLFORUM)) \\ |
| - | ====== Engine Pressures ====== | + | ====== Engine Oil Cycle (1976 and Earlier) ====== |
| - | Different areas 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 is gravity fed from the oil tank to the oil pump. ((1959-1964 HD Sportster FSM pg 3A-15)) | ||
| + | * A check valve in the oil pump prevents the oil from draining into the engine by gravity. | ||
| + | * Then, the oil pump supplies pressurized oil into a hole in the cam cover. | ||
| + | * That pressurized oil is forced up the lines (between the cylinders) to the rocker box by the oil pump. | ||
| + | * That is the vertical end of responsibility (pressure wise) for the oil pump. | ||
| + | * In the rocker boxes, oil gathers and splashes over rocker arm bearings and rods, valve stems, valve springs and pushrod sockets. | ||
| + | * Before the oil reaches the rocker lines, it splits off to a hole through the pinion shaft (to get to the rod bearings). | ||
| + | * This is the horizontal end of responsibility (pressure wise) for the oil pump. | ||
| + | * From here on, oil travels through the engine by way of gravity, vacuum and splash motion. | ||
| + | * Oil drains from the heads through passages in each cylinder. | ||
| + | * Then it flows into two holes in the base of each cylinder while lubricating the cylinder walls, pistons, rings and main bearings.((1959-1964 HD Sportster FSM pg 3A-15)) | ||
| + | * Oil flows from the rocker boxes into the gearcase compartment through the pushrod tubes. | ||
| + | * Parts lubricated by this include the pushrods, tappets, tappet guides and tappet rollers and cam gears. | ||
| + | * Oil accumulated in the crankcase base is scavenged by the flywheels to the breather oil trap. \\ The rotary breather valve is timed to open on the downward stroke of the pistons. \\ This allows crankcase exhaust air pressure to expel scavenge oil from the crankcase breather oil trap into the gearcase. \\ The breather valve closes on upward stroke of the pistons, creating vacuum in the crankcase. | ||
| + | * This splash oil blown from the crankcase to the gearcase lubricates the generator drive gear, cam gears and cam bearings. | ||
| + | * Crankcase exhaust air escapes from the timing gearcase through the outside breather tube.((1959-1964 HD Sportster FSM pg 3A-15)) Any oil still carried by exhaust air is separated form the air by an oil slinger on the generator drive gear.((1959-1964 HD Sportster FSM pg 3A-15)) | ||
| + | * Gearcase oil flows through the fine mesh oil strainer preventing foreign particles from entering the scavenge section of the oil pump.((1959-1969 HD Sportster FSM pg 3A-15)) | ||
| + | * Engine oil returns to the oil tank by the scavenge side of the oil pump and also supplies oil to the rear chain oiler. | ||
| - | ===== Oil Pump Pressure ===== | + | ====== Engine Oil Cycle (1977 to 1985) ====== |
| - | **The oil pump doesn't make pressure. All it does is create flow.** \\ | + | |
| - | However, the restrictions in the engine back up that flow and create pressure. \\ | + | |
| - | So in essence, the oil delivery system does make pressure and it can be measured with a gauge. \\ | + | |
| - | The oil pump is non-regulated and delivers its entire volume of oil under pressure to the oil filter mount. \\ | + | |
| - | Measurable oil pump pressure is a result of engine restrictions, as mentioned, on the pressure side of the pump. \\ | + | |
| - | (i.e. lines, routing, holes and galley sizes) \\ | + | |
| - | **The engine has a force-fed (pressure type) oiling system incorporating oil feed and return pumps in one pump body with a check valve on the feed side.** ((86-90 HD Sportster FSM pg 3-4)) | + | * Oil is gravity fed to the gerotor type oil pump. Oil enters the feed section and fills a cavity under the feed pump. Oil is transferred from the inlet cavity to a one way check valve located in the outlet line. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * The feed side of the pump forces oil to the engine to lubricate; | + | * The check valve prevents gravity oil drainage from the oil tank to the engine and acts as a restriction to activate the pressure switch. The check valve is set to open between 4 psi and 6 psi of oil pressure. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * Lower connecting rod bearings | + | * As the oil pump pressurizes, it causes the oil pressure indicator light, sending unit to activate and the check valve opens. With the check valve open, oil flows into the right case half through a hole located in the oil pump gasket surface and into the gearcase cover passage through a hole in the gearcase cover gasket. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * Rocker arm bushings | + | * Oil is routed to the crankshaft and to the head areas. Oil enters a hole in the pinion gear shaft and travels to the right flywheel then through the flywheel to the crank pin. Oil is forced out of the crank pin through 3 holes located to properly lubricate the rod bearing assembly. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * Valve stems | + | * Oil that bypasses the pinion gear shaft travels upward through the gearcase cover to the right crankcase and through a channel in the crankcase to the overhead lines to both front and rear intake rocker arm shafts, lubricating the rocker arm shafts, bushings, intake valves and pushrods. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * Valve springs | + | * Oil continues around a groove machined in the outside diameter of the large end of the rocker arm shaft and through the rocker arm arm cover to the exhaust rocker arm shaft lubricating the rocker arm bushings, valves and pushrods in the same manner as is described for the intake shafts. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * Pushrods and tappets | + | * Oil collected in the pushrod area of the heads flows down the pushrod covers to lubricate the lifters. The lifter's rollers are lubricated by oil draining into the gearcase through the 2 drain holes in the lifter bodies. ((1970-1978 HD Sportster FSM pg 3-7)) |
| - | * The scavenge side of the pump returns oil from the bottom of the gearcase and crankcase sump to the oil tank. | + | * Oil collected in the valve spring pockets drains to the flywheel compartment through horizontal holes in the cylinders. Oil returning from the heads, rod assembly and gearcase collects in the sump area below the flywheels. ((1970-1978 HD Sportster FSM pg 3-5)) |
| + | * Oil collected in the sump area returns to the scavenger section of the oil pump through a passage located in the rear section of the pump. Oil flow to the pump is accomplished by the scavenger effect of the oil pump and the pressure created from the downward stroke of the pistons. ((1970-1978 HD Sportster FSM pg 3-7)) | ||
| + | * Return oil fills a cavity above the scavenger section of the pump which transfers return oil to the outlet side of the pump and sends the oil back to the oil tank. | ||
| + | * All engine breathing is accomplished through the gearcase into the breather system. Any oil still carried by the exhaust air is centrifugally separated from the air by an oil slinger on the end of the generator drive gear shaft.((1970-1978 HD Sportster FSM pg 3-7)) | ||
| + | * Crankcase exhaust air is routed through a one way check valve to the air cleaner. ((1970-1978 HD Sportster FSM pg 3-7)) | ||
| - | **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)) \\ | + | ====== Top End Oiling ====== |
| - | It's a dry-sump system with a gerotor oil pump that's designed to keep the engine sump as dry as it can. \\ | + | ===== Cam Cover Oiling ===== |
| - | 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 oil going up to the top end not only passes by the bushing in the cam chest, but also is fed to and from the cam cover and through the cam cover gasket. ((XLFREAK of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end/page2?t=831522&highlight=crankcase+pressure&page=2)) \\ |
| - | See also, [[techtalk:ref:oil20|Oil Tank Pressure]] in the REF section of the Sportsterpedia. \\ | + | It is possible for the gasket to blow out and seal up the oil galley feed passages. \\ |
| + | Also if silicon was used on the cover, it is possible for that to break loose and stop up the passages. \\ | ||
| + | You can take the cover off and run a tap down all the threaded holes to clear out any obstructions. \\ | ||
| + | Also check that the face of the cover and case are not marred by some big scratch or dent. \\ | ||
| + | To get old silicone out of bolt holes, you can use an inflation needle for footballs/basketballs/soccerballs. ((rivethog of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end/page2?t=831522&highlight=crankcase+pressure&page=2)) \\ | ||
| + | Cut the tip off of it then screw it into the end of an air blowgun. \\ | ||
| + | It's narrow enough that it doesn't block debris from getting out of the hole. \\ | ||
| - | ===== Crankcase Pressure ===== | + | |Oil path of 85 style cam cover ((photo by billeuze of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/115252-cam-fitment-question-on-ih-help-me-out-plz?t=1103082))| |
| + | |{{:techtalk:ih:oil:85_cam_cover_1_by_billeuze_annotated_by_hippysmack.jpg?direct&300|}}| | ||
| - | See also [[techtalk:ref:engmech07|IH Crankcase Pressure and Engine Breathing]] in the REF section of the Sportsterpedia. \\ | + | ===== Oil Lines to the Rockers ===== |
| + | There are rubber grommets on both ends of the oil lines. ((IronMick of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/92089-oil-pressure-issues?t=753175&highlight=split+rocker+box)) \\ | ||
| + | Some guys install two on each end, which is a wrong thing to do. \\ | ||
| + | Sometimes the rubber from an improperly installed grommet plugs the oil line. \\ | ||
| + | Before going into the gearcase (to check for low / no oil to the rocker boxes); \\ | ||
| + | Remove both oil lines, and check the rubbers on both ends of each. \\ | ||
| - | Crankcase air pressure is mainly generated by the up and down movement of the pistons. \\ | + | | Oil line sleeves. ((photos by sc72 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/159099-rocker-box-oil-line?t=1704463)) || |
| - | The downstroke of the piston causes the volume underneath the pistons to decrease which puts pressure on the oil in the crankcase / sump respectively. \\ | + | |{{:techtalk:ih:oil:83_model_oil_line_sleeves_1_by_sc72.jpg?direct&250|}}|{{:techtalk:ih:oil:83_model_oil_line_sleeves_2_by_sc72.jpg?direct&250|}}| |
| - | This pressure is multi use; \\ | + | ===== Rocker Box ===== |
| - | * It helps to push sump oil up and out the scavenge passage to the return side of the oil pump. | + | The feed to the rockers is not a large diameter passage and not a lot of oil goes to the rocker gear. ((Ferrous Head of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/92089-oil-pressure-issues?t=753175&highlight=split+rocker+box)) \\ |
| - | * It also initiates the splash and mist process as the compressed air above the oil is ready to spring up when the piston rises. | + | But if you pull the lines off with the engine running you should be getting a good steady flow out of them. \\ |
| - | Then the upstroke of the piston creates an upward vacuum bringing some of the oil from the sump with it. \\ | + | ====== Bottom End Oiling ====== |
| - | 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 http://xlforum.net/forums/showthread.php?t=59421&page=27)) \\ | + | |
| - | This creates splash oil which is bounced about in the crankcase. \\ | + | ===== Cam Gear Oiler (1985 models only) ===== |
| - | 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. \\ | + | |
| - | Collision is the means in which most air / oil is separated. Everything the air / oil mist runs into on the way to the vent separates oil from air. \\ | + | |
| - | On 57-E84 models, the final obstacle for separation is the oil slinger near the breather vent. \\ | + | |
| - | On L84-85 models, the final separation obstacle is the breather valve in the cam cover. | + | |
| - | The piston motions create a pulsating blast of air pressure (push pull condition as each piston rises and falls). \\ | + | Starting with crankcase number 785 303 002, manufactured after October 29, 1984, a cam gear oiler was installed in the gearcase ceiling. ((HD TSB #M-899 dated November 30, 1984)) \\ |
| - | Static oil pump pressure has already been dissipated by the time it reaches the crankcase. \\ | + | {{ pdf-bulletin:tsb0899.pdf |Click Here}} to download Service Bulletin #M-899 for more details. \\ |
| - | (although it takes static oil pressure to get the oil from the pump to the crankcase thru restrictions in the feed path) \\ | + | This is a one year only addition. In 1986, the MoCo deleted the tubing and installed a pressure bypass on the oil filter pad. \\ |
| + | Then in 1992, they deleted the pressure bypass and simply drilled a .060" hole in the gearcase roof instead (similar to the 85 cam oiler system). \\ | ||
| + | So the cam oiler tubing acts functions for cam lubrication as well as a high pressure release for the upper oil feed galley. \\ | ||
| + | The cam gear oiler directs over-pressured oil from the upper feed galley to the gear mesh between the cams with 4 small holes in the tubing. \\ | ||
| + | Direct lubrication of the gear teeth allows tighter gear fitment. Gear backlash and noise are reduced. \\ | ||
| - | Likewise, crankcase (CC) pressure will have a constant change in velocity. \\ | + | * The oiler tube has restricted orifices to spray the gears and still retain main oil feed pressure from whence the oil came (top oil feed galley). |
| - | Oil in the crankcase adds resistance to the air pressure generated (raising the pressure). \\ | + | * There is an O-ring on the oiler tube nipple that is pressed into the ceiling of the gearcase. |
| + | * If the O-ring fails to seal the oiler tube, feed oil pressure to the top end could be low. | ||
| - | Gravity oil drains from rocker boxes; \\ | + | |Cam oiler tube hole in gearcase. ((photo by Iron Mike of the XLFORUM, labeled by Hippysmack https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/162965-wtf-happened/page116?t=1750617&page=116)) | Cam gear oiler installed. ((photo by iNSaNeSHaNe of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/162965-wtf-happened/page122?t=1750617&page=122)) | Cam Oiler Piping ((photo courtesy of Ebay seller, Robison Motorcycles [[https://www.ebay.com/str/robisonmotorcycles?_trksid=p2047675.l2563|Link to Ebay Store]] )) | |
| - | Returns oil to the crankcase via the drain ports in the heads / cylinders and to the gearcase via the pushrod tubes. \\ | + | |{{:techtalk:ih:engmech:1985_cam_gear_oiler_gearcase_by_iron_mike.jpg?direct&300|}}|{{:techtalk:ih:engmech:1985_cam_gear_oiler_by_insaneshane.jpg?direct&300|}}|{{:techtalk:ih:oil:cam_gear_oiler_pipe_1985_xl_pic1_by_robison_motorcycles.jpg?direct&300|}}| |
| - | ==== Some CC Pressure is needed ==== | + | ====== Transfer Valve (76 and earlier) ====== |
| + | ===== Sub Documents ===== | ||
| - | Some of the oil is picked up by the piston upstroke and mixed with the air pressure in the form of mist. \\ | + | * [[techtalk:ih:oil01t|Further Study of the Transfer Valve Operation and Affects of Plugging the Valve]] |
| - | The mist and splash oil lubricates crankcase components. \\ | + | * [[techtalk:ih:oil01u|Plugging the Transfer Valve]] |
| - | 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 | + | |
| - | * Pistons, piston pins | + | |
| - | * Cam gears and bushings | + | |
| - | * Main bearings | + | |
| - | + | ||
| - | ==== Excess CC Pressure is vented out of the engine ==== | + | |
| - | See also [[techtalk:evo:engmech07|Crankcase Ventilation]] in the Sportsterpedia. \\ | + | |
| - | Unvented crankcase pressure will simply build up inside the engine and eventually blow out geaskets / seals in the engine. \\ | + | The transfer valve is not the crankcase vent (aka foo-foo valve). The crankcase vent fitting wasn't used until the 1977 model year. \\ |
| - | The pressure (even though needed) would build high enough to be detrimental to the engine. \\ | + | It was installed in 77-78 engines only in the cam cover and vents crankcase pressure (air) to atmosphere. \\ |
| - | So unusable high pressure is vented out of the engine to keep in (regulate) a certain amount of usable internal pressure. \\ | + | [[techtalk:ih:engmech07#breather_valve1|Explanation for the foo-foo valve is here]] in the Sportsterpedia. \\ |
| - | ====== Oil Tank Pressure ====== | + | The transfer valve (25075-55) is installed in the left case between the primary and crankcase compartments. ((needspeed of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed?t=2077280)) \\ |
| - | See the full article, [[techtalk:ref:oil20|Oil Tank Pressure]], in the REF section of the Sportsterpedia. \\ | + | There is only one moving part in the transfer valve assembly which is the triangular shaped disc in the pics below. \\ |
| - | There should not be any noticeable pressure in the oil tank. \\ | + | It's a triangular piece of .009" thick stainless steel that can move about .015" left to right in the valve. There is no spring. \\ |
| + | In a running engine, it is a one way valve that lets air and oil pass through it from primary case to flywheel case. \\ | ||
| - | **During normal operation**; \\ | + | The video below was made by XLForum member, Harton, and shows how the transfer valve will move oil out of the primary into the crankcase. \\ |
| - | With the tank cap / dipstick removed, tank pressure is vented to atmosphere from the top of the tank. \\ | + | But this is not indicative to true vacuum inside as the oil it's removing adds to engine vacuum until after the oil is removed. ((video courtesy of harton of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/79838-oil-transfer-valve/page2?t=581947&highlight=transfer+valve&page=2)) \\ |
| - | With the tank cap / dipstick installed, tank pressure is vented to the cam chest. \\ | + | {{ video:100-oil_transfer_valve_test_1974_ironhead_by_harton.mp4 |1974 IRONHEAD Transfer Valve Test by Harton}} \\ |
| - | **During shutdown**; \\ | + | The source for transfer is not the valve but rather piston upstroke. \\ |
| - | The oil tank vent is connected to the cam chest and the cam chest is vented out the breather valve in the cam cover. \\ | + | Positive crankcase pressure pushes the valve disc to the left and seals a small hole preventing flow into the primary. \\ |
| - | 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. \\ | + | Vacuum in the crankcase pulls the disc to the right up against a stop that has a larger hole. \\ |
| - | If the cam chest is holding pressure, then your breather valve can not be venting properly. \\ | + | The 3 cuts that make the disc a triangle shape allows air/oil to flow around it into the crankcase. \\ |
| - | 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)) \\ | + | Without the engine running and with no spring to maintain a tight seal, oil can slowly leak through and let wet sumped oil pass into the primary. \\ |
| + | On engine start up the excess oil in the primary should be transferred back into the engine. \\ | ||
| - | ====== 1977-Up Oil Pump Feed ====== | + | <blockquote>The transfer valve is not the culprit in getting engine oil to the primary side. You have to remedy the problem at the oil pump. ((bustert of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/79812-ok-where-is-the-oil/page3?t=581917&page=3)) \\ |
| - | [[techtalk:evo:oil03|See also the Evo oil pump section of the Sportsterpedia]]. \\ | + | This valve largely seals by dynamic action (aka windage) from the down stoke of the pistons. The disk is only a marginal seal at static, and yes it will leak. \\ |
| - | **Oil is gravity fed from the oil tank to the oil pump.** | + | An engine will produce more HP if there is a slight vacuum in the crankcase as it does not have to over come pressure. \\ |
| - | * In essence, the oil tank is mounted above the oil pump and the feed line runs down to the pump. | + | However, excess vacuum can cause problems in scavenging the oil from the crankcase. \\ |
| - | **However, there is also a vacuum on the feed line to the pump.** | + | This valve lets a controlled amount of air into the crankcase. \\ |
| - | * Once the oil pump feed gerotors begin spinning, they also pull a backdraft (or vacuum) on the incoming oil supply line. ((Hippysmack of the XLFORUM http://xlforum.net/forums/showthread.php?t=2073175&page=3)) \\ It's an added part of the system once the pump starts turning(in addition to the force of gravity). | + | Crankcase vapor and oil is sent through the timed breather valve on downstroke along with any oil that has gotten over the disk level when parked. \\ |
| - | * 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)) | + | The flow is not from the crankcase to the primary. There is no advantage to removing the transfer valve. \\ |
| - | * Likewise with lower RPM, the suction decreases. | + | The transmission on the models that use it are designed for engine oil. \\ |
| - | * The oil leaves the pump internally to the engine thru a check valve cartridge in the pump and into a passage in the cam cover. | + | Blocking it and going with gear oil can cause problems down the road if your crankcase fills up with oil. \\ |
| - | * The oil pump feed gerotors send pressurized oil up through a cavity in the cam cover to the crankpin and then up to the rocker arms. | + | You can always tell when the crankcase has excess oil as the rear cylinder will usually smoke until the oil is scavenged out. \\ |
| + | You can also notice a reluctance in the engine wanting to run up as it is churning all of that excess oil around draining off HP. \\ | ||
| + | The excess oil in the primary will be scavenged back to the engine through this valve. \\ | ||
| + | Note: on race engines, it is imperative to not allow oil to hit the crank and that is why windage trays and baffled oil pans are used. \\ | ||
| + | Not only can it rob HP but it can also cause crank deflection and failure. \\ | ||
| + | </blockquote> | ||
| + | See Further Study of the Transfer Valve Operation and Affects of Plugging the Valve above. \\ | ||
| - | | 75-80 Oil Pump Oiling Paths. | | + | The transfer valve is staked into position. ((Ferrous Head of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/79838-oil-transfer-valve/page6?t=581947&page=6)) \\ |
| - | |{{:techtalk:ih:oil:l83_oil_pump_3_by_paradisecustoms_-_ebay.jpg?direct&300|}}| | + | Look very close around the edges and you'll see two spots that have been lightly punched. \\ |
| - | ====== Changing / Draining Engine Oil ====== | + | |
| - | ====== Oil Tank Capacity ====== | + | |
| - | |1970-1978|3 quarts| | + | |
| - | |1979-1981|4 quarts| | + | |
| - | |1982-1985|3 quarts| | + | |
| - | ====== Oil Filter ====== | + | |
| - | |1970-E1980|Drop in element (63840)| | + | |
| - | |L1980-E1984|Spin-on| | + | |
| - | |L1984-1985|Spin-on| | + | |
| - | ====== Oil Filter Mount ====== | + | |{{:techtalk:ih:oil:transfer_valve_by_fourcams.jpg?direct&250|}}|{{:techtalk:ih:oil:transfer_valve_1_by_ironheadjunkie.jpg?direct&300|}}|{{:techtalk:ih:oil:transfer_valve_2_by_ironheadjunkie.jpg?direct&300|}}| |
| + | | Transfer valve ((photo by FourCams of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/79838-oil-transfer-valve?t=581947)) | Transfer valve location ((photos by ironheadjunkie https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/137835-1975-oil-question?t=1495746)) || | ||
| - | See also [[techtalk:ref:oil13|Remote Oil Filters]] in the REF section of the Sportsterpedia. \\ | + | The thread pattern is 3/4"-16. ((needspeed of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed?t=2077280)) \\ |
| + | There is nothing to wear out. However anything that stops the movement of the reed (rust or dirt) means the valve won't work. \\ | ||
| + | The one taken apart here was gummed up with old oil that had a tar like consistency. \\ | ||
| - | **----- 1957-1978 XL - XLH Models -----** | + | {{:techtalk:ih:oil:transfer_valve_exposed_pic_1_by_needspeed.jpg?direct&800|}} ((photo by needspeed of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed?t=2077280)) \\ |
| - | XLCH models did not have an oil filter. \\ | + | Also, as a test, a container of 20w-50 oil at room temperature was allowed to gravity drain from the transfer valve. \\ |
| - | XL / XLH models have an oil filter mounted inside the oil tank. \\ | + | It took 48 hours for 100 milliliters of oil to drip through the valve. \\ |
| - | | 76 XLH filter in tank. ((photo by 4th of July of the XLFORUM http://xlforum.net/forums/showthread.php?t=518192&highlight=oil+bag+filter&page=10)) ||'Drop in' oil filter. ((photo by Hopper of the XLFORUM http://xlforum.net/forums/showthread.php?t=518192&highlight=oil+bag+filter))| | + | {{:techtalk:ih:oil:transfer_valve_exposed_pic_3_by_needspeed.jpg?direct&300|}} ((photo by needspeed of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed?t=2077280)) \\ |
| - | |{{:techtalk:ih:oil:76_xlh_oil_tank_filter_1_by_4th_of_july.jpg?direct&300|}}|{{techtalk:ih:oil:76_xlh_oil_tank_filter_2_by_4th_of_july.jpg?direct&300|}}|{{:techtalk:ih:oil:drop_in_oil_filter_for_pre-79_xlh_by_hopper.jpg?direct&300|}}| | + | |
| - | **----- 1979 Models -----** | + | Here are a few drawings detailing the assembly: \\ |
| - | 1979 models didn't come with an filter as a base sale from the MoCo. \\ | + | {{:techtalk:ih:oil:transfer_valve_exposed_pic_2_by_needspeed.jpg?direct&500|}} ((drawing by needspeed of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed?t=2077280)) \\ |
| - | However, an oil filter kit was debuted in 79 as an accessory item. \\ | + | |
| - | So some may have them and others may have not. \\ | + | |
| - | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM http://xlforum.net/forums/showthread.php?t=1450626&page=2)) \\ | + | |
| - | **----- 1980-1981 Models -----** | + | ===== Removing / Installing the Transfer Valve ===== |
| - | The oil filter was relocated on 1980 and up models and they were fitted with an external oil filter. \\ | + | The transfer valve is staked into place and it is steel into alloy which is always problematic. ((Ferrous Head of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed/page3?t=2077280&page=3)) \\ |
| - | The filter mount is located on a bracket between the engine and the oil tank. \\ | + | If you do remove/replace the valve, make sure it is staked back in place when you finish. Use some Loctite on the threads also.\\ |
| - | It's under the seat in a awkward place to work with. ((MXHD55U of the XLFORUM http://xlforum.net/forums/showthread.php?t=2053271&highlight=motor+mount+oil+filter&page=3)) \\ | + | |
| - | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM http://xlforum.net/forums/showthread.php?t=1450626&page=2)) \\ | + | |
| - | | Wide angle of filter location ((photo by Dutch Bobber of the XLFORUM http://xlforum.net/forums/showthread.php?t=2072104&highlight=oil+filter)) | | + | * You can use a hammer and punch to stake mark out of the valve slot. Be careful when hammering on your cases. ((Dr Dick of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/93964-how-to-remove-the-oil-transfer-valve?t=776527)) |
| - | |{{:techtalk:ih:oil:80-81_oil_filter_location_by_dutch_bobber.jpg?direct&300|}}| | + | * You can find a socket that same size as the OD of the valve. ((Dr Dick of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/93964-how-to-remove-the-oil-transfer-valve?t=776527)) Lay it on the valve & give it some face hammer shots. Again, be careful. \\ Or get 2 hammers, 2 drifts, 2 guys, one for each slot. Get in rhythm so both hit at same time. \\ You don't want to brutal. It will break loose if you repeat 2&3. Be careful not to mash the valve into the case. That would re-stake the valve. Again, be careful. |
| + | * You can use a Snap-On Drag Link socket to remove the transfer valve. ((The Doctor71 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200213-oil-transfer-valve?t=2077190)) You may have to grind it to fit the slots in the oil transfer valve. ((rivethog of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/93964-how-to-remove-the-oil-transfer-valve?t=776527)) \\ However Snap-On has a 15/16" wide version, stock # A17A, that fits quite well with no grinding needed. ((The Doctor71 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/93964-how-to-remove-the-oil-transfer-valve?t=776527)) | ||
| - | |Oil filter mount on 81 model. ((photos by motorhedmike of the XLFORUM http://xlforum.net/forums/showthread.php?t=2072078&highlight=oil+filter+bracket)) \\ The hooked hose fitting is connected to the oil return hose from the pump. The straight hose fitting in the middle goes to the oil tank. ((drumbrake of the XLFORUM http://xlforum.net/forums/showthread.php?t=2072078&highlight=oil+filter+bracket&page=3))|||| | + | |Special tool to remove / install transfer valve. ((photo by Ferrous Head of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/200293-oil-transfer-valve-exposed/page3?t=2077280&page=3))| |
| - | |{{:techtalk:ih:oil:81_oil_filter_mount_1_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_2_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_3_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_4_by_motorhedmike.jpg?direct&200|}}| | + | |{{:techtalk:ih:oil:transfer_valve_removal-installation_tool_by_ferrous_head.jpg?direct&300|}}| |
| - | **----- 1982-E1984 Models -----** | + | ---- |
| - | The filter mount is mounted on the lower left front engine mount. \\ | + | ====== Wet Sumping ====== |
| - | This has also been a popular practice on earlier bikes. \\ | + | See article on [[techtalk:ref:oil10|Wet Sumping]] in the REF section of the Sportsterpedia |
| - | | 82-E84 lower front motor mount / filter mount. ((photos by DirtyCory of the XLFORUM http://xlforum.net/forums/showthread.php?t=1297584&page=55)) || | + | |
| - | |{{:techtalk:ih:oil:82-e84_motor_mount-oil_filter_mount_1_by_dirtycory.jpg?direct&300|}}|{{:techtalk:ih:oil:82-e84_motor_mount-oil_filter_mount_2_by_dirtycory.jpg?direct&300|}}| | + | |
| - | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM http://xlforum.net/forums/showthread.php?t=1450626&page=2)) \\ | + | |
| - | |Filter installed on an 80 XLH motor mount. ((photo by hscic of the XLFORUM http://xlforum.net/forums/showthread.php?t=2053271&highlight=motor+mount+oil+filter&page=45))|83 model. ((photo by 83XLX of the XLFORUM http://xlforum.net/forums/showthread.php?page=22&t=1592463))| | + | ====== Engine Pressures ====== |
| - | |{{:techtalk:ih:oil:80_xlh_left_side_by_hscic.jpg?direct&300|}}|{{:techtalk:ref:oil:oil_cooler_on_83_model_by_83xlx.jpg?direct&200|}}| | + | Different areas 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)) \\ |
| - | **----- L1984-1985 Models -----** | + | **The engine has a force-fed (pressure type) oiling system incorporating oil 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 feed side of the pump forces oil to the engine to lubricate; | ||
| + | * Lower connecting rod bearings | ||
| + | * Rocker arm bushings | ||
| + | * Valve stems | ||
| + | * Valve springs | ||
| + | * Pushrods and tappets | ||
| + | * The scavenge side of the pump returns oil from the bottom of the gearcase and crankcase sump to the oil tank. | ||
| + | * **It's not unusual to get air out the oil return line (to the tank).** ((aswracing of the xlforum https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-motor-engine/sportster-motorcycle-motor-top-end/135598-crankcase-pressure?t=1468237)) \\ | ||
| + | It's a dry-sump system with an 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 air instead into the oil tank. That's the way it's supposed to work. \\ | ||
| + | See also, [[techtalk:ref:oil20|Oil Tank Pressure]] in the REF section of the Sportsterpedia. \\ | ||
| - | The oil filter on alternator ironheads is where the generator used to be. ((SHAKY DAVE of the XLFORUM http://xlforum.net/forums/showthread.php?p=5643382&highlight=oil+filter+bracket#post5643382)) \\ | + | ===== Oil Pump and Pressure ===== |
| - | Two fittings (feed and return) are on the right case below the filter. \\ | + | **The oil pump doesn't make pressure. All it does is create flow.** \\ |
| - | Room was made there due to the new alternator location. \\ | + | That's a bit tongue in cheek since there is a suction side and a pressure side to both gear type and gerotor type oil pumps. \\ |
| - | This change was made along with the breather baffle tube assembly installed in the cam cover. \\ | + | However, the restrictions in the engine back up what pressure the pump makes creating higher pressure. \\ |
| - | The oil slinger system was eliminated. \\ | + | So in essence, the oil delivery system does make pressure and it can be measured with a gauge. \\ |
| - | Oil filter mounting threads are 3/4"-16. \\ | + | The oil pump is non-regulated and delivers its entire volume of oil under pressure to the engine. \\ |
| + | Measurable oil pump pressure is a result of engine restrictions, as mentioned, on the pressure side of the pump. \\ | ||
| + | (i.e. lines, routing, holes and galley sizes) \\ | ||
| - | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_5_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_1_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_2_by_hippysmack.jpg?direct&300|}}| | + | **Oil is gravity fed from the oil tank to the oil pump.** \\ |
| + | In essence, the oil tank is mounted above the oil pump and the feed line runs down to the pump. \\ | ||
| + | **However, there is also a vacuum on both the feed and return inlets that does most of the work bringing oil into the pump.** \\ | ||
| + | It's an added part of the system once the pump starts turning (in addition to and with more force than gravity). \\ | ||
| + | As the volume between the gears / gerotors increases (with engine RPM), the suction from them 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, as the RPM lowers, the suction decreases. \\ | ||
| - | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_4_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_7_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_3_by_hippysmack.jpg?direct&300|}}| | + | The opening action between the gears / gerotors as the cavities rotate apart creates a backdraft (or vacuum) on the incoming oil supply line. \\ |
| - | + | The closing action between the gears / gerotors as the cavities rotate together creates pressure that pushes oil out the discharge side of the pump. ((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)) \\ | |
| - | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_6_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_fitting_63533-41_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_fitting_63540-62_by_hippysmack.jpg?direct&300|}}| | + | |
| - | + | ||
| - | ====== Oil Filter Adapter (L84-85) ====== | + | |
| - | The threads on each end of the oil filter adapter are the same. \\ | + | |
| - | The I.D. on each end is also the same. \\ | + | |
| - | The adapter can be installed from either side as there is no check valve / check ball involved with the oil filter mount. \\ | + | |
| - | + | ||
| - | **Installation**: \\ | + | |
| - | Thread the adapter into the filter pad. No thread dressing is suggested by the FSM. \\ | + | |
| - | However, a light coat of anti-seize would protect the threads upon later removal of the adapter (if necessary). \\ | + | |
| - | Torque: 8-12 ft/lbs. ((1986-1990 HD Sportster FSM pg 3-42)) \\ | + | |
| - | + | ||
| - | **Dims**: \\ | + | |
| - | + | ||
| - | |{{:techtalk:ih:oil:79-85_oil_filter_adapter_1_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:79-85_oil_filter_adapter_2_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:79-85_oil_filter_adapter_3_by_hippysmack.jpg?direct&300|}}| | + | |
| - | + | ||
| - | ====== Engine Oil Cycle (1976 and Earlier) ====== | + | |
| - | + | ||
| - | * Oil is gravity fed from the oil tank to the oil pump. ((1959-1964 HD Sportster FSM pg 3A-15)) | + | |
| - | * A check valve in the oil pump prevents the oil from draining into the engine by gravity. | + | |
| - | * Then, the oil pump supplies pressurized oil into a hole in the cam cover. | + | |
| - | * That pressurized oil is forced up the lines (between the cylinders) to the rocker box by the oil pump. | + | |
| - | * That is the vertical end of responsibility (pressure wise) for the oil pump. | + | |
| - | * In the rocker boxes, oil gathers and splashes over rocker arm bearings and rods, valve stems, valve springs and pushrod sockets. | + | |
| - | * Before the oil reaches the rocker lines, it splits off to a hole through the pinion shaft (to get to the rod bearings). | + | |
| - | * This is the horizontal end of responsibility (pressure wise) for the oil pump. | + | |
| - | * From here on, oil travels through the engine by way of gravity, vacuum and splash motion. | + | |
| - | * Oil drains from the heads through passages in each cylinder. | + | |
| - | * Then it flows into two holes in the base of each cylinder while lubricating the cylinder walls, pistons, rings and main bearings.((1959-1964 HD Sportster FSM pg 3A-15)) | + | |
| - | * Oil flows from the rocker boxes into the gearcase compartment through the pushrod tubes. | + | |
| - | * Parts lubricated by this include the pushrods, tappets, tappet guides and tappet rollers and cam gears. | + | |
| - | * Oil accumulated in the crankcase base is scavenged by the flywheels to the breather oil trap. \\ The rotary breather valve is timed to open on the downward stroke of the pistons. \\ This allows crankcase exhaust air pressure to expel scavenge oil from the crankcase breather oil trap into the gearcase. \\ The breather valve closes on upward stroke of the pistons, creating vacuum in the crankcase. | + | |
| - | * This splash oil blown from the crankcase to the gearcase lubricates the generator drive gear, cam gears and cam bearings. | + | |
| - | * Crankcase exhaust air escapes from the timing gearcase through the outside breather tube.((1959-1964 HD Sportster FSM pg 3A-15)) Any oil still carried by exhaust air is separated form the air by an oil slinger on the generator drive gear.((1959-1964 HD Sportster FSM pg 3A-15)) | + | |
| - | * Gearcase oil flows through the fine mesh oil strainer preventing foreign particles from entering the scavenge section of the oil pump.((1959-1969 HD Sportster FSM pg 3A-15)) | + | |
| - | * Engine oil returns to the oil tank by the scavenge side of the oil pump and also supplies oil to the rear chain oiler. | + | |
| - | + | ||
| - | + | ||
| - | ====== Engine Oil Cycle (1977 to 1985) ====== | + | |
| - | + | ||
| - | * Oil is gravity fed to the gerotor type oil pump. Oil enters the feed section and fills a cavity under the feed pump. Oil is transferred from the inlet cavity to a one way check valve located in the outlet line. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * The check valve prevents gravity oil drainage from the oil tank to the engine and acts as a restriction to activate the pressure switch. The check valve is set to open between 4 psi and 6 psi of oil pressure. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * As the oil pump pressurizes, it causes the oil pressure indicator light, sending unit to activate and the check valve opens. With the check valve open, oil flows into the right case half through a hole located in the oil pump gasket surface and into the gearcase cover passage through a hole in the gearcase cover gasket. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Oil is routed to the crankshaft and to the head areas. Oil enters a hole in the pinion gear shaft and travels to the right flywheel then through the flywheel to the crank pin. Oil is forced out of the crank pin through 3 holes located to properly lubricate the rod bearing assembly. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Oil that bypasses the pinion gear shaft travels upward through the gearcase cover to the right crankcase and through a channel in the crankcase to the overhead lines to both front and rear intake rocker arm shafts, lubricating the rocker arm shafts, bushings, intake valves and pushrods. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Oil continues around a groove machined in the outside diameter of the large end of the rocker arm shaft and through the rocker arm arm cover to the exhaust rocker arm shaft lubricating the rocker arm bushings, valves and pushrods in the same manner as is described for the intake shafts. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Oil collected in the pushrod area of the heads flows down the pushrod covers to lubricate the lifters. The lifter's rollers are lubricated by oil draining into the gearcase through the 2 drain holes in the lifter bodies. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Oil collected in the valve spring pockets drains to the flywheel compartment through horizontal holes in the cylinders. Oil returning from the heads, rod assembly and gearcase collects in the sump area below the flywheels. ((1970-1978 HD Sportster FSM pg 3-5)) | + | |
| - | * Oil collected in the sump area returns to the scavenger section of the oil pump through a passage located in the rear section of the pump. Oil flow to the pump is accomplished by the scavenger effect of the oil pump and the pressure created from the downward stroke of the pistons. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Return oil fills a cavity above the scavenger section of the pump which transfers return oil to the outlet side of the pump and sends the oil back to the oil tank. | + | |
| - | * All engine breathing is accomplished through the gearcase into the breather system. Any oil still carried by the exhaust air is centrifugally separated from the air by an oil slinger on the end of the generator drive gear shaft.((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | * Crankcase exhaust air is routed through a one way check valve to the air cleaner. ((1970-1978 HD Sportster FSM pg 3-7)) | + | |
| - | ====== Engine Oil Pressure (57-85) ====== | + | ===== Expected Engine Oil Pressure (1957-1985) ===== |
| See also [[techtalk:ref:oil04#sportster_oil_pressure_57_to_present|Sportster Oil Pressure (57 to Present)]] in the REF section of the Sportsterpedia. \\ | See also [[techtalk:ref:oil04#sportster_oil_pressure_57_to_present|Sportster Oil Pressure (57 to Present)]] in the REF section of the Sportsterpedia. \\ | ||
| Line 277: | Line 252: | ||
| Normal riding conditions: 4-15 psi \\ | Normal riding conditions: 4-15 psi \\ | ||
| - | **Note**: On a cold startup, expect pressure to reach ~60 psi ((IronMick of the XLFORUM http://xlforum.net/forums/showthread.php?t=1456449)) \\ | + | **Note**: On a cold startup, expect pressure to reach ~60 psi ((IronMick of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134952-where-how-to-mount-custom-oil-pressure-gauge?t=1456449)) \\ |
| - | ===== Checking Oil Pressure ===== | + | ===== Low Oil Pressure ===== |
| - | See also [[techtalk:ref:oil15|Installing an Oil Pressure Gauge]] in 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) \\ | + | |
| - | + | ||
| - | According to the MoCo (FSMs), the oil pump is the prime testing point of oil pressure to the engine. \\ | + | |
| - | The procedure is to take the oil pressure gauge off and install an oil gauge there. \\ | + | |
| - | This works if you have verified that you do have oil flow to the engine and just want to check the pressure at the pump. \\ | + | |
| - | This takes the oil pressure switch as well as the oil light out of line. \\ | + | |
| - | + | ||
| - | However a tee can be added inline for a dedicated gauge. \\ | + | |
| - | You can either mount a permanent gauge to the tap or plug it off until needed. \\ | + | |
| - | This will keep the switch and the oil light inline and working if you need it. \\ | + | |
| - | + | ||
| - | {{:techtalk:ih:oil:oil_pressure_gauge_1_by_dieselox4.jpg?direct&300|}} ((photo by Dieselox4 of the XLFORUM http://xlforum.net/forums/showthread.php?t=1456449)) {{:techtalk:ih:oil:oil_pressure_gauge_2_by_dieselox4.jpg?direct&300|}} ((photo by Dieselox4 of the XLFORUM http://xlforum.net/forums/showthread.php?t=1456449)) | + | |
| - | ====== Low Oil Pressure ====== | + | |
| The oil pressure light can fluctuate on and off for many reasons. \\ | The oil pressure light can fluctuate on and off for many reasons. \\ | ||
| It doesn't necessarily mean you have low oil pressure (or flow) to the engine. \\ | It doesn't necessarily mean you have low oil pressure (or flow) to the engine. \\ | ||
| - | |||
| However, it does warrant immediate concern and diagnosis. \\ | However, it does warrant immediate concern and diagnosis. \\ | ||
| - | In fact, at idle, the oil pump check valve is barely opened past it's cracking pressure. \\ | + | In fact, at idle, the oil pump check valve is barely opened past it's cracking pressure. Low revs at idle can cause the oil light to flicker off and on. \\ |
| - | Low revs at idle can cause the oil light to flicker off and on. | + | A flickering light could be a loose or grounding switch wire, bad switch, oil too thin (viscosity breakdown), clearances in the oil pump worn and others. \\ |
| + | Don't assume the light or switch is bad. The job of the oil light and switch is to alert you of an oiling problem before it becomes a bigger problem. \\ | ||
| - | **First, verify that the oil pressure light is functioning properly**: \\ | + | **First, check for oil return in the tank**. \\ General rule of thumb is, if you have oil returning from the motor, then you also have oil feeding the motor. \\ But don't just take that for granted either. \\ With the motor running, remove the oil cap and look inside the tank for oil movement as coming from the return line. \\ __If you're sure oil is not returning to the oil tank__, immediately shut off the engine and diagnose why. \\ Don't automatically assume it's a bad pump. There are many things that can cause this. Hoses and connections could need attention instead. |
| - | * Check for a loose or faulty connection at the oil pressure switch. | + | **Check hoses and connections**: \\ |
| - | * The wire connection at the oil pressure switch has to be tight so vibration won't cause intermittent signal loss to the oil light. | + | * Check the return hose for kinks / cracks / damage and make sure the hose is tight with no leaks at all connections. \\ The inner lining of old or rotten hoses has also been known to collapse and block oil flow. |
| - | * Inspect the signal wire between the light and the pressure switch for kinks, cuts or faults. | + | * Check the feed hose from the tank to the pump. \\ Visually inspect it for kinks / cracks / damage and make sure the hose is tight with no leaks at all connections. \\ A loose connection may not leak oil but may induce air into the feed line lowering oil flow into the pump from the tank. |
| - | * Make sure it's not grounding out on nearby metal parts (especially melted PVC jackets under wire ties). | + | * Verify the feed hose from the tank to pump will voluntarily flow oil out the lower end of the hose (pump inlet side). \\ Remove the hose at the pump only. \\ If no oil flows from gravity alone (and the tank has enough oil), verify the tank vent line is not pinched or stopped up. |
| - | * Run a continuity test on the entire length of wire with a multi-meter. | + | * Verify that the oil tank vent is free and clear from blockage (allowing pressure to equalize in the tank). \\ Pull the vent line at the engine or cam chest respectively of year model. \\ Induce air into the line and check that the air is coming into the tank. \\ If no air goes through the vent to the tank or if pin holes in the line are found, replace the vent line. \\ Pin holes can both leak air out and leak air into the hose compounding crankcase pressure in the bottom end. |
| - | * Repair or replace the wire as needed. | + | |
| - | * Verify the light is not faulty or burnt out. | + | |
| - | * Disconnect the wire at the oil pressure switch. | + | |
| - | * Run a jumper wire off the (+) side of the battery to the end of the oil light wire. | + | |
| - | * Verify it lights up and then bump the light by hand to verify vibration doesn't affect it. | + | |
| - | **Verify the oil pressure switch is working properly**: \\ | + | **Check for oil flow from the pump both return and feed**: |
| - | * The oil pressure switch is a spring loaded diaphragm. | + | * Check for flow out the return fitting at the pump. \\ Pull the return line from the engine / pump respectively. \\ Place a spare hose on the return fitting and to a catch can. Then roll the engine over by hand and verify that oil will come out of the fitting. \\ If no oil at all comes out, then pull the pump and check for internal damage / blockage. \\ There probably won't be lot of flow, just verify the gears/gerotors are turning and moving oil. |
| - | * With insufficient pressure pushing against the spring mechanism, the switch is normally grounded. | + | * Check for flow out the feed fitting at the pump. \\ Pull the oil switch from the pump. \\ Place a spare hose on the pump fitting and to a catch can. Then roll the engine over by hand and verify that oil will come out of the fitting. \\ If no oil at all comes out, then pull the pump and check for internal damage / blockage. \\ There probably won't be lot of flow, just verify the gears/gerotors are turning and moving oil. |
| - | * This grounds out the circuit to the light, and it stays unlit. | + | |
| - | * With adequate oil pressure against the spring, the ground contact is broken which lights up the oil light. | + | |
| - | * If the pressure switch is stuck in the closed position; | + | |
| - | * The circuit stays grounded and the light will not come on. | + | |
| - | * If the pressure switch is stuck in the open position; | + | |
| - | * The light will come on during startup and stay on during engine operation. | + | |
| - | * If the pressure spring is changed with a stiffer spring (57-76); | + | |
| - | * The oil pump will not make sufficient pressure to overcome the spring pressure at warm idle. | + | |
| - | * The oil light will illuminate on a cold startup due to startup oil pressure. | + | |
| - | * The light will then go out when the oil heats up (lowered pressure against the spring). | + | |
| - | * [[techtalk:ih:oil01#oil_pressure_switch|See below for the functions and testing of the oil pressure switch]]. | + | |
| - | **A faulty oil pump check valve will not turn off the oil light**: \\ | + | **Verify that the oil pressure light is functioning properly**: \\ |
| - | The restricted orifice in the check valve creates the back pressure to actuate the oil pressure switch. \\ | + | * Check for a loose or faulty connection at the oil pressure switch. \\ The wire connection at the oil pressure switch has to be tight so vibration won't cause intermittent signal loss to the oil light. |
| + | * Inspect the signal wire between the light and the pressure switch for kinks, cuts or faults. | ||
| + | * Make sure it's not grounding out on nearby metal parts (especially melted PVC jackets under wire ties). | ||
| + | * Run a continuity test on the entire length of wire with a multi-meter. | ||
| + | * Repair or replace the wire as needed. | ||
| + | * Verify that the light is not faulty or burnt out. | ||
| + | * Disconnect the wire at the oil pressure switch. | ||
| + | * Run a jumper wire off the (+) side of the battery to the end of the oil light wire. | ||
| + | * Verify it lights up and then bump the light by hand to verify vibration doesn't affect it. | ||
| - | * If the check valve is stuck in the open position; | + | **Verify that the oil pressure switch is working properly**: \\ |
| - | * The oil still has to travel through the restricted orifice in the check which creates backpressure to actuate the pressure switch → oil light. | + | |
| - | * If the check valve was stuck in the closed position; | + | |
| - | * Pressure would still build up inside the oil pump and actuate the oil pressure switch and then the oil light. | + | |
| - | * This would seem like everything is fine with the engine running and the light off. | + | |
| - | * However, with the check closed, no oil would enter the engine. | + | |
| - | * [[techtalk:ih:oil01#oil_pump_check_valve|See more about the operation of the check valve below]]. | + | |
| + | The oil pressure switch is a spring loaded diaphragm. \\ With insufficient pressure pushing against the spring mechanism, the switch is normally grounded. \\ The switch grounds the circuit to the engine to make the light come on. \\ With adequate oil pressure against the spring, the circuit contact is broken which turns off the oil light. \\ [[techtalk:ih:oil01#oil_pressure_switch|See below for the functions and testing of the oil pressure switch]]. | ||
| - | **Check for possible causes of low oil pressure**: \\ | + | **Check the oil pressure against the specs in the service manual** \\ |
| + | * [[techtalk:ref:oil04|Click Here]] to view the page in the REF section on expected oil pressure for 1957-up Sportsters. \\ For Ironheads, testing at the rocker boxes will give you lower pressure on the gauge and cannot be used for overall oiling system health. \\ Be sure to check pressure at the oil pump, not the rocker boxes. | ||
| + | * The pressure reading is directly tied to the flow rate. More flow = more gauge pressure, Less flow = less gauge pressure. | ||
| + | * If you have 6 PSI on cold start at the heads, you have more than that at the oil pump. | ||
| + | * [[techtalk:ref:oil15|Click Here]] to view "Installing a Pressure Gauge" in the REF section of the Sportsterpedia. | ||
| - | * If the tank is empty, obviously oil pressure will be low. \\ Check for oil returning to the oil tank. | + | **A faulty oil pump check ball / valve spring in the pump may not turn off the oil light**: \\ |
| + | * On 1957-1976 models, verify correct oil check ball spring pressure (1957-1976): | ||
| + | * If the check valve spring pressure is changed with a stiffer spring or if the spring has been stretched (extended), \\ The oil pump may not make sufficient oil pressure to overcome the spring pressure at warm idle. \\ The oil light may stay on until higher RPM raises oil pressure enough to overcome the spring pressure. | ||
| + | * On 1977-1985 models, the restricted orifice in the check valve in the pump creates back pressure to actuate the oil pressure switch. \\ | ||
| + | * If the check valve is stuck in the open position; | ||
| + | * The oil still has to travel through the restricted orifice in the check which creates backpressure to actuate the pressure switch → oil light. | ||
| + | * If the check valve was stuck in the closed position; | ||
| + | * Pressure would still build up inside the oil pump and actuate the oil pressure switch and then the oil light. \\ This would seem like everything is fine with the engine running and the light off. \\ However, with the check closed, no oil would enter the engine. | ||
| + | * To check for a stuck closed check valve, remove oil the pump and cover, push a small screwdriver or suitable metal rod into check valve opening. \\ The valve should be closed and the rod should push back on the internal spring with ease. \\ If it is stiff, remove the check from the pump body and then remove it's O-ring seal. \\ Soak it in solvent while pushing in and working the valve open and closed until it is easy to move with the rod. \\ If it won't spring back, replace the check valve. | ||
| + | * [[techtalk:ih:oil01#oil_pump_check_valve|See more about the operation of the check valve below]]. | ||
| + | |||
| + | **Check for other possible causes of low oil pressure**: \\ | ||
| + | * If the tank is empty, obviously oil pressure will be low. Do not check oil level with a cold engine (operating temp only) | ||
| * The oil filter (if applicable) could be restricted or plugged up. | * The oil filter (if applicable) could be restricted or plugged up. | ||
| - | * The oil lines may be pinched / collapsed, leaking or stopped up. \\ Inspect the oil lines. | ||
| * There has been occasions where silicon (placed on the oil pump gasket during installation) had made it's way into orifices inside the engine. \\ You can blow compressed air thru oil inlet and outlets in the engine. \\ You can also blow out the oil lines. | * There has been occasions where silicon (placed on the oil pump gasket during installation) had made it's way into orifices inside the engine. \\ You can blow compressed air thru oil inlet and outlets in the engine. \\ You can also blow out the oil lines. | ||
| - | * The oil check valve could be stuck closed. | + | * No oil to the top end (1957-1976): |
| - | * No oil to the top end: | + | * Make sure the rubber grommets on each end of the stock rocker feed lines are not partially plugging the ends of the rocker feed lines. \\ Then remove the allen-hex rocker spindle plug from the front exhaust rocker spindle, at the right-hand side of the rocker box. \\ Oil should come out there if you have flow with the engine running. ((Hopper of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end?t=831522)) |
| - | * Make sure the rubber grommets on each end of the stock rocker feed lines are not partially plugging the ends of the rocker feed lines. \\ Then remove the allen-hex rocker spindle plug from the front exhaust rocker spindle, at the right-hand side of the rocker box. \\ Oil should come out there if you have flow with the engine running. ((Hopper of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522)) | + | * You can loosen or remove the 1/8" NPT pipe plug from the right side, front corner of each rocker cover. \\ With the engine at idle, you should get a small amount of oil plopping out (not shooting out like a fire hose). ((IronMick of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/150025-losing-oil-pressure-when-warm/page3?t=1625333&page=3)) |
| - | * You can loosen or remove the 1/8" NPT pipe plug from the right side, front corner of each rocker cover. \\ With the engine at idle, you should get a small amount of oil plopping out (not shooting out like a fire hose). ((IronMick of the XLFORUM http://xlforum.net/forums/showthread.php?t=1625333&page=3)) | + | * You can also use the same 1/8" plug hole to install a barb and clear hose to visually inspect for oil flow. \\ {{:techtalk:ih:oil:checking_for_oil_flow_at_the_rocker_box_by_chevelle.jpg?direct&300|}} ((photo by chevelle of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/150025-losing-oil-pressure-when-warm/page2?t=1625333&page=2)) |
| - | * You can also use the same 1/8" plug hole to install a barb and clear hose to visually inspect for oil flow. \\ {{:techtalk:ih:oil:checking_for_oil_flow_at_the_rocker_box_by_chevelle.jpg?direct&300|}} ((photo by chevelle of the XLFORUM http://xlforum.net/forums/showthread.php?t=1625333&page=2)) | + | |
| * Check the pinion shaft to bushing clearance to the specs in the FSM. \\ If the fit is overly loose, this condition will not allow oil to be transferred up the lines at low speed. \\ Oil will just be bled out into the cam chest until RPM sends and over-runs more oil than can be spilled at the bushing. | * Check the pinion shaft to bushing clearance to the specs in the FSM. \\ If the fit is overly loose, this condition will not allow oil to be transferred up the lines at low speed. \\ Oil will just be bled out into the cam chest until RPM sends and over-runs more oil than can be spilled at the bushing. | ||
| - | * If the fit is out of spec, you'll need to replace the bushing. ((Hopper of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522&highlight=crankcase+pressure)) | + | * If the fit is out of spec, you'll need to replace the bushing. ((Hopper of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end?t=831522&highlight=crankcase+pressure)) |
| * Then line ream it using a special reamer through an old right-hand crankcase half to use to guide to get it in square. | * Then line ream it using a special reamer through an old right-hand crankcase half to use to guide to get it in square. | ||
| - | * On 76< motors, it's best to eliminate that possibility before spending time and money yanking the engine out of the frame and inspecting the oil pump. \\ (and before spending money getting a new pinion bushing reamed with the special tooling etc.) ((Hopper of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522&highlight=crankcase+pressure&page=2)) | + | * On 76< motors, it's best to eliminate that possibility before spending time and money yanking the engine out of the frame and inspecting the oil pump. \\ (and before spending money getting a new pinion bushing reamed with the special tooling etc.) ((Hopper of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end/page2?t=831522&highlight=crankcase+pressure&page=2)) |
| * The oil pump could be weak or malfunctioning. | * The oil pump could be weak or malfunctioning. | ||
| * 76< pumps: | * 76< pumps: | ||
| - | * If the pump shaft seal is blown, then the scavenge pump will continue to function because the pump pressure is higher than scavenge pressure. ((XLFREAK of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522&highlight=crankcase+pressure&page=4)) \\ So oil will flow from your pump down the shaft into the scavenge pump and goes back to the tank from there. \\ It's possible the pump got some trash in it and got scarred and now just doesn't pump very well. \\ It's a nasty job getting the thing off, made doubly nasty if you don't find anything wrong. \\ If you have an oil flow problem from the pump, you can either rebuild it or put a new one on just to make sure that this is not the problem. \\ If it isn't the pump, then start looking for leaks. | + | * If the pump shaft seal is blown, then the scavenge pump will continue to function because the pump pressure is higher than scavenge pressure. ((XLFREAK of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/98031-suggestions-on-lack-of-oil-to-top-end/page4?t=831522&highlight=crankcase+pressure&page=4)) \\ So oil will flow from your pump down the shaft into the scavenge pump and goes back to the tank from there. \\ It's possible the pump got some trash in it and got scarred and now just doesn't pump very well. \\ It's a nasty job getting the thing off, made doubly nasty if you don't find anything wrong. \\ If you have an oil flow problem from the pump, you can either rebuild it or put a new one on just to make sure that this is not the problem. \\ If it isn't the pump, then start looking for leaks. |
| - | + | ||
| - | **If oil is not returning to the oil tank**: \\ | + | |
| - | + | ||
| - | **Check the oil lines**:\\ | + | |
| - | + | ||
| - | * Pull the feed line from the engine / pump. | + | |
| - | * Verify that oil from the tank will voluntarily flow out the end. | + | |
| - | * If not (and the tank has enough oil), check the vent line. | + | |
| - | * The vent line runs from the tank into the crankcase where tank pressure is vented to atmosphere. | + | |
| - | * Verify this line is not pinched or stopped up (not allowing pressure to equalize in the tank). | + | |
| - | * Pull the line at the engine, induce air into the line and check that the air is coming into the tank. | + | |
| - | * Pull the return line from the engine / pump. | + | |
| - | * Place a spare hose on the return fitting and to a catch can. | + | |
| - | * Roll the engine over by hand and verify that oil will shoot out of the fitting. | + | |
| **Remove and inspect the oil pump**. \\ | **Remove and inspect the oil pump**. \\ | ||
| Line 393: | Line 338: | ||
| But, the service limit for oil pressure was not detailed in the FSM. \\ | But, the service limit for oil pressure was not detailed in the FSM. \\ | ||
| - | * The scavenge and / or feed side of the pump may be damaged or not working properly. | + | ===== Checking Oil Pressure ===== |
| - | * 77-85 oil pump checks. | + | See also [[techtalk:ref:oil15|Installing an Oil Pressure Gauge]] in the Sportsterpedia. \\ |
| - | * Oil Pump check valve: | + | |
| - | * Check for a stuck closed check valve. | + | |
| - | * Open the pump cover and push a small screwdriver or suitable metal rod into the hole in the check valve. | + | |
| - | * The valve should be closed and the rod should push back on the internal spring with ease. | + | |
| - | * If it is stiff, remove the check from the pump body and then remove it's O-ring seal. | + | |
| - | * Soak it in solvent while pushing in and working the valve open and closed until it is easy to move with the rod. | + | |
| - | * If it won't spring back, replace the check valve. | + | |
| - | * Check that the feed and scavenge gerotors aren't damaged or scratched bad enough to warrant replacement. | + | |
| - | * Check that the gerotor keys (solid pins on the gearshaft) are not sheared. | + | |
| + | 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) \\ | ||
| + | According to the MoCo (FSMs), the oil pump is the prime testing point of oil pressure to the engine. \\ | ||
| + | The procedure is to take the oil pressure gauge off and install an oil gauge there. \\ | ||
| + | This works if you have verified that you do have oil flow to the engine and just want to check the pressure at the pump. \\ | ||
| + | This takes the oil pressure switch as well as the oil light out of line. \\ | ||
| + | However a tee can be added inline for a dedicated gauge. \\ | ||
| + | You can either mount a permanent gauge to the tap or plug it off until needed. \\ | ||
| + | This will keep the switch and the oil light inline and working if you need it. \\ | ||
| + | {{:techtalk:ih:oil:oil_pressure_gauge_1_by_dieselox4.jpg?direct&300|}} ((photo by Dieselox4 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134952-where-how-to-mount-custom-oil-pressure-gauge?t=1456449)) {{:techtalk:ih:oil:oil_pressure_gauge_2_by_dieselox4.jpg?direct&300|}} ((photo by Dieselox4 of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134952-where-how-to-mount-custom-oil-pressure-gauge?t=1456449)) | ||
| + | ===== Crankcase Pressure ===== | ||
| + | See also [[techtalk:ref:engmech07|IH Crankcase Pressure and Engine Breathing]] in the REF section of the Sportsterpedia. \\ | ||
| + | Crankcase air pressure is mainly generated by the up and down movement of the pistons. \\ | ||
| + | The downstroke of the piston causes the volume underneath the pistons to decrease which puts pressure on the oil in the crankcase / sump respectively. \\ | ||
| + | This pressure is multi use; \\ | ||
| + | * It helps to push sump oil up and out the scavenge passage to the return side of the oil pump. | ||
| + | * It also initiates the splash and mist process as the compressed air above the oil is ready to spring up when the piston rises. | ||
| - | ===== Oil Pressure Switch ===== | + | Then the upstroke of the piston creates 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 creates splash oil which is bounced about in the crankcase. \\ | ||
| + | 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. \\ | ||
| + | Collision is the means in which most air / oil is separated. Everything the air / oil mist runs into on the way to the vent separates oil from air. \\ | ||
| + | On all models, the oil tank also doubles as an air / oil separator. \\ | ||
| + | On 57-E84 models, the final obstacle for separation is the oil slinger near the breather vent. \\ | ||
| + | On L84-85 models, the final separation obstacle is the breather valve in the cam cover. | ||
| + | |||
| + | The piston motions create a pulsating blast of air pressure (push pull condition as each piston rises and falls). \\ | ||
| + | Static oil pump pressure has already been dissipated by the time it reaches the crankcase. \\ | ||
| + | (although it takes static oil pressure to get the oil from the pump to the crankcase thru restrictions in the feed path) \\ | ||
| + | |||
| + | Likewise, crankcase (CC) pressure will have a constant change in velocity. \\ | ||
| + | Oil in the crankcase adds resistance to the air pressure generated (raising the pressure). \\ | ||
| + | |||
| + | Gravity oil drains from rocker boxes; \\ | ||
| + | Returns oil to the crankcase via the drain ports in the heads / cylinders and to the gearcase via the pushrod tubes. \\ | ||
| + | |||
| + | === 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 | ||
| + | * Pistons, piston pins | ||
| + | * Cam gears and bushings | ||
| + | * Main bearings | ||
| + | |||
| + | === Excess CC Pressure is vented out of the engine === | ||
| + | See also [[techtalk:evo:engmech07|Crankcase Ventilation]] in the Sportsterpedia. \\ | ||
| + | |||
| + | Unvented crankcase pressure will simply build up inside the engine and eventually blow out geaskets / 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. \\ | ||
| + | |||
| + | ====== Oil Pressure Switch ====== | ||
| See also in the Sportsterpedia: \\ | See also in the Sportsterpedia: \\ | ||
| * [[techtalk:ref:oil19|Homemade Oil Pressure Light]] in case you don't have one. \\ | * [[techtalk:ref:oil19|Homemade Oil Pressure Light]] in case you don't have one. \\ | ||
| Line 426: | Line 422: | ||
| Oil pressure is sensed by the oil pressure switch. \\ | Oil pressure is sensed by the oil pressure switch. \\ | ||
| Thicker oil is harder for the oil pump to push thru the engine restrictions but the positive displacement oil pump keeps turning. \\ | Thicker oil is harder for the oil pump to push thru the engine restrictions but the positive displacement oil pump keeps turning. \\ | ||
| - | The combination of thicker oil (when cold) and constant addition of oil by the oil feed side creates higher oil pressure in the pump. \\ | + | The combination of thicker oil (when cold) and constant addition of oil by the pump creates higher oil pressure inside the pump. \\ |
| By the time the engine reaches over 1000 to 1200 rpms, the oil starts heating up and flows faster thru the engine restrictions. \\ | By the time the engine reaches over 1000 to 1200 rpms, the oil starts heating up and flows faster thru the engine restrictions. \\ | ||
| The thinner, more free flowing, oil lowers oil pressure inside the oil pump (more flow means less oil backing up | The thinner, more free flowing, oil lowers oil pressure inside the oil pump (more flow means less oil backing up | ||
| the pressure). \\ | the pressure). \\ | ||
| The lower pressure allows the switch diaphragm spring to relax, moving the contact back toward it's seat (which could close the circuit / light the light again). \\ | The lower pressure allows the switch diaphragm spring to relax, moving the contact back toward it's seat (which could close the circuit / light the light again). \\ | ||
| - | The oil check ball / check valve regulates a pocket in the oil pump to keep enough pressure in there to keep the light from coming on during operation. | + | The oil check ball / check valve regulates a pocket in the oil pump to keep enough pressure in there to keep the light from coming on during operation. \\ |
| Cold cranking oil pressure can reach between 30 PSI and upwards of 60-100+ PSI. \\ | Cold cranking oil pressure can reach between 30 PSI and upwards of 60-100+ PSI. \\ | ||
| [[techtalk:ih:oil01#engine_oil_pressure_57-85|Oil pressure will vary from 4-15 PSI under normal riding conditions]]. \\ | [[techtalk:ih:oil01#engine_oil_pressure_57-85|Oil pressure will vary from 4-15 PSI under normal riding conditions]]. \\ | ||
| - | However, idle oil pressure will vary from 3-7 PSI. \\ | + | However, hot idle oil pressure will vary from 3-7 PSI. \\ |
| __So, at idle, the oil pump check valve is barely opened past it's cracking pressure__ (not to it's end of travel). \\ | __So, at idle, the oil pump check valve is barely opened past it's cracking pressure__ (not to it's end of travel). \\ | ||
| Line 442: | Line 438: | ||
| 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 (with ignition off kick it over a few times until oil comes out the clear pipe where the pressure switch lives). \\ | 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 (with ignition off kick it over a few times until oil comes out the clear pipe where the pressure switch lives). \\ | ||
| Replace a defective switch as soon as possible. \\ | Replace a defective switch as soon as possible. \\ | ||
| + | |||
| + | * If the pressure switch is stuck in the closed position; \\ The circuit stays grounded with the engine running and the light stays on. \\ Hardened oil goop around the end of the switch can possibly block oil pressure from opening the switch. | ||
| + | * If the pressure switch is stuck in the open position; \\ The circuit will stay open with the engine running or not. \\ The light will not come on during startup or alert you of low oil pressure during engine operation. | ||
| **Oil Pressure Switch Pics** \\ | **Oil Pressure Switch Pics** \\ | ||
| Line 451: | Line 450: | ||
| |{{:techtalk:ih:oil:oil_pressure_switch_3_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_pressure_switch_4_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_pressure_switch_5_by_hippysmack.jpg?direct&300|}}| | |{{:techtalk:ih:oil:oil_pressure_switch_3_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_pressure_switch_4_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_pressure_switch_5_by_hippysmack.jpg?direct&300|}}| | ||
| - | ===== Oil Pump Check Valve ===== | + | ====== Oil Pump Check Valve ====== |
| **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**. \\ | ||
| Line 503: | Line 501: | ||
| So, it is possible but not likely to have a stuck closed check valve with no oil light on. \\ | So, it is possible but not likely to have a stuck closed check valve with no oil light on. \\ | ||
| - | ====== Top End Oiling ====== | + | ====== Oil Tank Pressure ====== |
| - | ===== Cam Cover Oiling ===== | + | See the full article, [[techtalk:ref:oil20|Oil Tank Pressure]], in the REF section of the Sportsterpedia. \\ |
| - | The oil going up to the top end not only passes by the bushing in the cam chest, but also is fed to and from the cam cover and through the cam cover gasket. ((XLFREAK of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522&highlight=crankcase+pressure&page=2)) \\ | + | There should not be any noticeable pressure in the oil tank. \\ |
| - | It is possible for the gasket to blow out and seal up the oil galley feed passages. \\ | + | |
| - | Also if silicon was used on the cover, it is possible for that to break loose and stop up the passages. \\ | + | |
| - | You can take the cover off and run a tap down all the threaded holes to clear out any obstructions. \\ | + | |
| - | Also check that the face of the cover and case are not marred by some big scratch or dent. \\ | + | |
| - | To get old silicone out of bolt holes, you can use an inflation needle for footballs/basketballs/soccerballs. ((rivethog of the XLFORUM http://xlforum.net/forums/showthread.php?t=831522&highlight=crankcase+pressure&page=2)) \\ | + | |
| - | Cut the tip off of it then screw it into the end of an air blowgun. \\ | + | |
| - | It's narrow enough that it doesn't block debris from getting out of the hole. \\ | + | |
| - | |Oil path of 85 style cam cover ((photo by billeuze of the XLFORUM http://xlforum.net/forums/showthread.php?t=1103082))| | + | **During normal operation**; \\ |
| - | |{{:techtalk:ih:oil:85_cam_cover_1_by_billeuze_annotated_by_hippysmack.jpg?direct&300|}}| | + | 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. \\ | ||
| - | ===== Oil Lines to the Rockers ===== | + | **During shutdown**; \\ |
| - | There are rubber grommets on both ends of the oil lines. ((IronMick of the XLFORUM http://xlforum.net/forums/showthread.php?t=753175&highlight=split+rocker+box)) \\ | + | The oil tank vent is connected to the cam chest and the cam chest is vented out the breather valve in the cam cover. \\ |
| - | Some guys install two on each end, which is a wrong thing to do. \\ | + | 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. \\ |
| - | Sometimes the rubber from an improperly installed grommet plugs the oil line. \\ | + | If the cam chest is holding pressure, then your breather valve can not be venting properly. \\ |
| - | Before going into the gearcase (to check for low / no oil to the rocker boxes); \\ | + | |
| - | Remove both oil lines, and check the rubbers on both ends of each. \\ | + | |
| - | | Oil line sleeves. ((photos by sc72 of the XLFORUM http://xlforum.net/forums/showthread.php?t=1704463)) || | + | 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 https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-suspension-frame-forks-handlebars-fuel-tank-oil-tank-fenders/40457-whoa-oil-tank-vomits-oil?t=87313)) \\ |
| - | |{{:techtalk:ih:oil:83_model_oil_line_sleeves_1_by_sc72.jpg?direct&250|}}|{{:techtalk:ih:oil:83_model_oil_line_sleeves_2_by_sc72.jpg?direct&250|}}| | + | |
| - | ===== Rocker Box ===== | + | |
| - | The feed to the rockers is not a large diameter passage and not a lot of oil goes to the rocker gear. ((Ferrous Head of the XLFORUM http://xlforum.net/forums/showthread.php?t=753175&highlight=split+rocker+box)) \\ | + | |
| - | But if you pull the lines off with the engine running you should be getting a good steady flow out of them. \\ | + | |
| - | ====== Bottom End Oiling ====== | + | ====== Changing / Draining Engine Oil ====== |
| - | ===== Cam Gear Oiler (1985 models only) ===== | + | ====== Oil Tank Capacity ====== |
| + | |1970-1978|3 quarts| | ||
| + | |1979-1981|4 quarts| | ||
| + | |1982-1985|3 quarts| | ||
| - | Starting with crankcase number 785 303 002, manufactured after October 29, 1984, a cam gear oiler was installed in the gearcase ceiling. ((HD TSB #M-899 dated November 30, 1984)) \\ | + | ====== Oil Filter ====== |
| - | {{ pdf-bulletin:tsb0899.pdf |Click Here}} to download Service Bulletin #M-899 for more details. \\ | + | |1970-E1980|Drop in element (63840)| |
| - | This is a one year only addition. In 1986, the MoCo deleted the tubing and installed a pressure bypass on the oil filter pad. \\ | + | |L1980-E1984|Spin-on| |
| - | Then in 1992, they deleted the pressure bypass and simply drilled a .060" hole in the gearcase roof instead (similar to the 85 cam oiler system). \\ | + | |L1984-1985|Spin-on| |
| - | So the cam oiler tubing acts functions for cam lubrication as well as a high pressure release for the upper oil feed galley. \\ | + | |
| - | The cam gear oiler directs over-pressured oil from the upper feed galley to the gear mesh between the cams with 4 small holes in the tubing. \\ | + | |
| - | Direct lubrication of the gear teeth allows tighter gear fitment. Gear backlash and noise are reduced. \\ | + | |
| - | * The oiler tube has restricted orifices to spray the gears and still retain main oil feed pressure from whence the oil came (top oil feed galley). | + | ====== Oil Filter Mount ====== |
| - | * There is an O-ring on the oiler tube nipple that is pressed into the ceiling of the gearcase. | + | See also [[techtalk:ref:oil13|Remote Oil Filters]] in the REF section of the Sportsterpedia. \\ |
| - | * If the O-ring fails to seal the oiler tube, feed oil pressure to the top end could be low. | + | |
| - | |Cam oiler tube hole in gearcase. ((photo by Iron Mike of the XLFORUM, labeled by Hippysmack http://xlforum.net/forums/showthread.php?t=1750617&page=116)) | Cam gear oiler installed. ((photo by iNSaNeSHaNe of the XLFORUM http://xlforum.net/forums/showthread.php?t=1750617&page=122)) | Cam Oiler Piping ((photo courtesy of Ebay seller, Robison Motorcycles [[https://www.ebay.com/str/robisonmotorcycles?_trksid=p2047675.l2563|Link to Ebay Store]] )) | | + | **----- 1957-1978 XL - XLH Models -----** |
| - | |{{:techtalk:ih:engmech:1985_cam_gear_oiler_gearcase_by_iron_mike.jpg?direct&300|}}|{{:techtalk:ih:engmech:1985_cam_gear_oiler_by_insaneshane.jpg?direct&300|}}|{{:techtalk:ih:oil:cam_gear_oiler_pipe_1985_xl_pic1_by_robison_motorcycles.jpg?direct&300|}}| | + | |
| + | XLCH models did not have an oil filter. \\ | ||
| + | XL / XLH models have an oil filter mounted inside the oil tank. \\ | ||
| - | ====== Transfer Valve (76 and earlier) ====== | + | | 76 XLH filter in tank. ((photo by 4th of July of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/74140-oil-change-101-%C2%96-engine-and-transmission-oil-change-pics/page10?t=518192&highlight=oil+bag+filter&page=10)) ||'Drop in' oil filter. ((photo by Hopper of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/74140-oil-change-101-%C2%96-engine-and-transmission-oil-change-pics?t=518192&highlight=oil+bag+filter))| |
| - | ===== Sub Documents ===== | + | |{{:techtalk:ih:oil:76_xlh_oil_tank_filter_1_by_4th_of_july.jpg?direct&300|}}|{{techtalk:ih:oil:76_xlh_oil_tank_filter_2_by_4th_of_july.jpg?direct&300|}}|{{:techtalk:ih:oil:drop_in_oil_filter_for_pre-79_xlh_by_hopper.jpg?direct&300|}}| |
| - | * [[techtalk:ih:oil01t|Further Study of the Transfer Valve Operation and Affects of Plugging the Valve]] | + | **----- 1979 Models -----** |
| - | * [[techtalk:ih:oil01u|Plugging the Transfer Valve]] | + | |
| - | The transfer valve is not the crankcase vent (aka foo-foo valve). The crankcase vent fitting wasn't used until the 1977 model year. \\ | + | 1979 models didn't come with an filter as a base sale from the MoCo. \\ |
| - | It was installed in 77-78 engines only in the cam cover and vents crankcase pressure (air) to atmosphere. \\ | + | However, an oil filter kit was debuted in 79 as an accessory item. \\ |
| - | [[techtalk:ih:engmech07#breather_valve1|Explanation for the foo-foo valve is here]] in the Sportsterpedia. \\ | + | So some may have them and others may have not. \\ |
| + | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134584-oil-filter-thread-diameter-and-filter-size/page2?t=1450626&page=2)) \\ | ||
| - | The transfer valve (25075-55) is installed in the left case between the primary and crankcase compartments. ((needspeed of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280)) \\ | + | **----- 1980-1981 Models -----** |
| - | There is only one moving part in the transfer valve assembly which is the triangular shaped disc in the pics below. \\ | + | |
| - | It's a triangular piece of .009" thick stainless steel that can move about .015" left to right in the valve. There is no spring. \\ | + | |
| - | In a running engine, it is a one way valve that lets air and oil pass through it from primary case to flywheel case. \\ | + | |
| - | [[https://www.youtube.com/watch?v=EOu0uR2ulF8|Click here]] to see a video of the direction of flow. \\ | + | The oil filter was relocated on 1980 and up models and they were fitted with an external oil filter. \\ |
| - | This You-Tube video shows how fast the transfer valve will move oil out of the primary into the crankcase. \\ | + | The filter mount is located on a bracket between the engine and the oil tank. \\ |
| - | But this is not indicative to true vacuum inside as the oil it's removing adds to engine vacuum until the oil is removed. \\ | + | It's under the seat in a awkward place to work with. ((MXHD55U of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/192060-my-completely-original-1980-ironhead/page3?t=2053271&highlight=motor+mount+oil+filter&page=3)) \\ |
| - | The source for transfer is not the valve but rather piston upstroke. \\ | + | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134584-oil-filter-thread-diameter-and-filter-size/page2?t=1450626&page=2)) \\ |
| - | Positive crankcase pressure pushes the valve disc to the left and seals a small hole preventing flow into the primary. \\ | + | | Wide angle of filter location ((photo by Dutch Bobber of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/195705-ironhead-project?t=2072104&highlight=oil+filter)) | |
| - | Vacuum in the crankcase pulls the disc to the right up against a stop that has a larger hole. \\ | + | |{{:techtalk:ih:oil:80-81_oil_filter_location_by_dutch_bobber.jpg?direct&300|}}| |
| - | The 3 cuts that make the disc a triangle shape allows air/oil to flow around it into the crankcase. \\ | + | |
| - | Without the engine running and with no spring to maintain a tight seal, oil can slowly leak through and let wet sumped oil pass into the primary. \\ | + | |Oil filter mount on 81 model. ((photos by motorhedmike of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/195685-1981-basket-restomod-questions?t=2072078&highlight=oil+filter+bracket)) \\ The hooked hose fitting is connected to the oil return hose from the pump. The straight hose fitting in the middle goes to the oil tank. ((drumbrake of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/195685-1981-basket-restomod-questions/page3?t=2072078&highlight=oil+filter+bracket&page=3))|||| |
| - | On engine start up the excess oil in the primary should be transferred back into the engine. \\ | + | |{{:techtalk:ih:oil:81_oil_filter_mount_1_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_2_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_3_by_motorhedmike.jpg?direct&200|}}|{{:techtalk:ih:oil:81_oil_filter_mount_4_by_motorhedmike.jpg?direct&200|}}| |
| - | <blockquote>The transfer valve is not the culprit in getting engine oil to the primary side. You have to remedy the problem at the oil pump. ((bustert of the XLFORUM http://xlforum.net/forums/showthread.php?t=581917&page=3)) \\ | + | **----- 1982-E1984 Models -----** |
| - | This valve largely seals by dynamic action (aka windage) from the down stoke of the pistons. The disk is only a marginal seal at static, and yes it will leak. \\ | + | |
| - | An engine will produce more HP if there is a slight vacuum in the crankcase as it does not have to over come pressure. \\ | + | |
| - | However, excess vacuum can cause problems in scavenging the oil from the crankcase. \\ | + | |
| - | This valve lets a controlled amount of air into the crankcase. \\ | + | |
| - | Crankcase vapor and oil is sent through the timed breather valve on downstroke along with any oil that has gotten over the disk level when parked. \\ | + | |
| - | The flow is not from the crankcase to the primary. There is no advantage to removing the transfer valve. \\ | + | |
| - | The transmission on the models that use it are designed for engine oil. \\ | + | |
| - | Blocking it and going with gear oil can cause problems down the road if your crankcase fills up with oil. \\ | + | |
| - | You can always tell when the crankcase has excess oil as the rear cylinder will usually smoke until the oil is scavenged out. \\ | + | |
| - | You can also notice a reluctance in the engine wanting to run up as it is churning all of that excess oil around draining off HP. \\ | + | |
| - | The excess oil in the primary will be scavenged back to the engine through this valve. \\ | + | |
| - | Note: on race engines, it is imperative to not allow oil to hit the crank and that is why windage trays and baffled oil pans are used. \\ | + | |
| - | Not only can it rob HP but it can also cause crank deflection and failure. \\ | + | |
| - | </blockquote> | + | |
| - | See Further Study of the Transfer Valve Operation and Affects of Plugging the Valve above. \\ | + | |
| - | The transfer valve is staked into position. ((Ferrous Head of the XLFORUM http://xlforum.net/forums/showthread.php?t=581947&page=6)) \\ | + | The filter mount is mounted on the lower left front engine mount. \\ |
| - | Look very close around the edges and you'll see two spots that have been lightly punched. \\ | + | This has also been a popular practice on earlier bikes. \\ |
| + | | 82-E84 lower front motor mount / filter mount. ((photos by DirtyCory of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/127032-getting-this-78-back-to-the-way-it-should-be/page55?t=1297584&page=55)) || | ||
| + | |{{:techtalk:ih:oil:82-e84_motor_mount-oil_filter_mount_1_by_dirtycory.jpg?direct&300|}}|{{:techtalk:ih:oil:82-e84_motor_mount-oil_filter_mount_2_by_dirtycory.jpg?direct&300|}}| | ||
| + | Oil filter mounting threads are M16 x 1.5mm. ((waiteitei of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/134584-oil-filter-thread-diameter-and-filter-size/page2?t=1450626&page=2)) \\ | ||
| + | |Filter installed on an 80 XLH motor mount. ((photo by hscic of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/192060-my-completely-original-1980-ironhead/page45?t=2053271&highlight=motor+mount+oil+filter&page=45))|83 model. ((photo by 83XLX of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/146604-first-harley-1975-xl1000-caf%C3%A9-project/page22?page=22&t=1592463))| | ||
| + | |{{:techtalk:ih:oil:80_xlh_left_side_by_hscic.jpg?direct&300|}}|{{:techtalk:ref:oil:oil_cooler_on_83_model_by_83xlx.jpg?direct&200|}}| | ||
| - | |{{:techtalk:ih:oil:transfer_valve_by_fourcams.jpg?direct&250|}}|{{:techtalk:ih:oil:transfer_valve_1_by_ironheadjunkie.jpg?direct&300|}}|{{:techtalk:ih:oil:transfer_valve_2_by_ironheadjunkie.jpg?direct&300|}}| | + | **----- L1984-1985 Models -----** |
| - | | Transfer valve ((photo by FourCams of the XLFORUM http://xlforum.net/forums/showthread.php?t=581947)) | Transfer valve location ((photos by ironheadjunkie http://xlforum.net/forums/showthread.php?t=1495746)) || | + | |
| + | The oil filter on alternator ironheads is where the generator used to be. ((SHAKY DAVE of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/192457-oil-line-connecting-oil-filter-late-84/page2?highlight=oil+filter+bracket#post4166360)) \\ | ||
| + | Two fittings (feed and return) are on the right case below the filter. \\ | ||
| + | Room was made there due to the new alternator location. \\ | ||
| + | This change was made along with the breather baffle tube assembly installed in the cam cover. \\ | ||
| + | The oil slinger system was eliminated. \\ | ||
| + | Oil filter mounting threads are 3/4"-16. \\ | ||
| - | The thread pattern is 3/4"-16. ((needspeed of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280)) \\ | + | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_5_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_1_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_2_by_hippysmack.jpg?direct&300|}}| |
| - | There is nothing to wear out. However anything that stops the movement of the reed (rust or dirt) means the valve won't work. \\ | + | |
| - | The one taken apart here was gummed up with old oil that had a tar like consistency. \\ | + | |
| - | {{:techtalk:ih:oil:transfer_valve_exposed_pic_1_by_needspeed.jpg?direct&800|}} ((photo by needspeed of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280)) \\ | + | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_4_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_7_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:l84-85_oil_filter_mount_3_by_hippysmack.jpg?direct&300|}}| |
| - | Also, as a test, a container of 20w-50 oil at room temperature was allowed to gravity drain from the transfer valve. \\ | + | |{{:techtalk:ih:oil:l84-85_oil_filter_mount_6_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_fitting_63533-41_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:oil_fitting_63540-62_by_hippysmack.jpg?direct&300|}}| |
| - | It took 48 hours for 100 milliliters of oil to drip through the valve. \\ | + | |
| - | {{:techtalk:ih:oil:transfer_valve_exposed_pic_3_by_needspeed.jpg?direct&300|}} ((photo by needspeed of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280)) \\ | + | ====== Oil Filter Adapter (L84-85) ====== |
| + | The threads on each end of the oil filter adapter are the same. \\ | ||
| + | The I.D. on each end is also the same. \\ | ||
| + | The adapter can be installed from either side as there is no check valve / check ball involved with the oil filter mount. \\ | ||
| - | Here are a few drawings detailing the assembly: \\ | + | **Installation**: \\ |
| + | Thread the adapter into the filter pad. No thread dressing is suggested by the FSM. \\ | ||
| + | However, a light coat of anti-seize would protect the threads upon later removal of the adapter (if necessary). \\ | ||
| + | Torque: 8-12 ft/lbs. ((1986-1990 HD Sportster FSM pg 3-42)) \\ | ||
| - | {{:techtalk:ih:oil:transfer_valve_exposed_pic_2_by_needspeed.jpg?direct&500|}} ((drawing by needspeed of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280)) \\ | + | **Dims**: \\ |
| + | |{{:techtalk:ih:oil:79-85_oil_filter_adapter_1_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:79-85_oil_filter_adapter_2_by_hippysmack.jpg?direct&300|}}|{{:techtalk:ih:oil:79-85_oil_filter_adapter_3_by_hippysmack.jpg?direct&300|}}| | ||
| + | ====== Crankcase Oil Strainer (1957-1976) ====== | ||
| - | ===== Removing / Installing the Transfer Valve ===== | + | * If you've split the cases and the screen is in good shape, you don't have to take it out. Hit it with some compressed air and see if it needs replacing. ((BuckIRyder of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/61381-crankcase-oil-strainer?t=357456&highlight=xlch+strainer)) |
| - | + | ||
| - | The transfer valve is staked into place and it is steel into alloy which is always problematic. ((Ferrous Head of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280&page=3)) \\ | + | |
| - | If you do remove/replace the valve, make sure it is staked back in place when you finish. Use some Loctite on the threads also.\\ | + | |
| - | + | ||
| - | * You can use a hammer and punch to stake mark out of the valve slot. Be careful when hammering on your cases. ((Dr Dick of the XLFORUM http://xlforum.net/forums/showthread.php?t=776527)) | + | |
| - | * You can find a socket that same size as the OD of the valve. ((Dr Dick of the XLFORUM http://xlforum.net/forums/showthread.php?t=776527)) Lay it on the valve & give it some face hammer shots. Again, be careful. \\ Or get 2 hammers, 2 drifts, 2 guys, one for each slot. Get in rhythm so both hit at same time. \\ You don't want to brutal. It will break loose if you repeat 2&3. Be careful not to mash the valve into the case. That would re-stake the valve. Again, be careful. | + | |
| - | * You can use a Snap-On Drag Link socket to remove the transfer valve. ((The Doctor71 of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077190)) You may have to grind it to fit the slots in the oil transfer valve. ((rivethog of the XLFORUM http://xlforum.net/forums/showthread.php?t=776527)) \\ However Snap-On has a 15/16" wide version, stock # A17A, that fits quite well with no grinding needed. ((The Doctor71 of the XLFORUM http://xlforum.net/forums/showthread.php?t=776527)) | + | |
| - | + | ||
| - | |Special tool to remove / install transfer valve. ((photo by Ferrous Head of the XLFORUM http://xlforum.net/forums/showthread.php?t=2077280&page=3))| | + | |
| - | |{{:techtalk:ih:oil:transfer_valve_removal-installation_tool_by_ferrous_head.jpg?direct&300|}}| | + | |
| - | + | ||
| - | ---- | + | |
| - | + | ||
| - | + | ||
| - | ====== Wet Sumping ====== | + | |
| - | See article on [[techtalk:ref:oil10|Wet Sumping]] in the REF section of the Sportsterpedia | + | |
| + | {{:techtalk:ih:engmech:crankcase_oil_strainer_by_happy_bob.jpg?direct&400|}} ((photo by Happy Bob of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/61381-crankcase-oil-strainer?t=357456&highlight=xlch+strainer)) {{:techtalk:ih:engmech:oil_screen_on_75_model_by_betasom.jpg?direct&400|}} ((photo by betasom of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-motor-engine/sportster-motorcycle-bottom-end/173015-oil-metal-filter-remove?t=1856189)) \\ The strainer is held in place by this pin. It is staked into place with the two horizontal lines radiating from the it. To remove strainer, you must first remove the pin. Tear the screen from the strainer and place pliers on the pin inside (the now destroyed strainer) and wiggle the pin out. Strainers and strainer gaskets are available for replacement. ((Hillclimb68xlch of the XLFORUM https://www.xlforum.net/forum/sportster-motorcycle-forum/sportster-motorcycle-era-specific-and-model-specific/ironhead-sportster-motorcycle-talk-1957-1985/61381-crankcase-oil-strainer?t=357456&highlight=xlch+strainer)) | ||
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