FEULING® V-TWIN TROUBLE SHOOTING GUIDE Having oiling, noise or sumping issues with your Twin Cam engine: please review the following trouble shooting guide that Feuling® has compiled over the years to help assist you.
* ALWAYS CHECK YOUR OIL PRESSURE - WHAT IS YOUR OIL PRESSURE COLD? HOT?
LOW OIL PRESSURE 1.Pressure gauge not reading properly – double check with another mechanical PSI gauge 2. Pressure relief valve in camplate leaking, sticking open or not seating properly – see Feuling camplate PSI test tool Part #9010 3. Pinched Oil Pump O-ring(s) 4. Camplate scored at oil pump mounting surface, pressure gears and or housing scored from debris running through oil pump 5. Camplate top plug not sealing, camplate leaking at oil passages – warped camplate 6. Excessive crankshaft pinion shaft run out causing oil cavataion 7. Intermittent oil psi loss on bagger/FL models during hard acceleration - oil tank baffle shifted & blocking oil pick up hole 8. Mis alignment of oil pump – center camplate to pinion shaft then oil pump to pinion shaft by rotating engine over while tightening bolts 9. Leaky piston cooling jets 10. Leaky camplate hydraulic tensioners (’07-’13 Including ’06 Dyna models) when tightening outer tensioner push tensioner toward chain NO OIL PRESSURE 1. Pressure relief valve stuck open in camplate – see Feuling camplate PSI test tool Part #9010 2. Missing plug in camplate face (boss vs. no boss) 3. Air lock in oiling system – fill oil filter full of oil - If this is the initial engine start up 4. Broken oil pump gears - gears & housings not lubricated properly during install, debris running through engine & or excessive run out- in pinion shaft 5. Broken piston cooling jets 6. Stock oil pump installed on Feuling camplate
WET SUMPING / BLOW - BY 1. To verify if engine is wet sumping, run engine to operating temperature then shut down and pull the allen head plug from bottom of-
engine case. Measure oil and if more than 5oz. drains from the sump then there is a wet sumping issue. 2. Oil level too high - run oil level no more than 3/4 - 7/8 full cold, check oil level per owner's manual 3. Sub seal of oil pump mis aligned with the scavenge port hole of the engine case.
4. Piston rings not seated, causing oiling system cavitations, run a cylinder leak down test - Vent oil tank - Feuling’s oil tank breather kits 5. Scavenge gears and or housing scored from debris running through oil pump causing out of tolerance scavenge side of oil pump 6. Excessive run out in pinion shaft - causing oil pump/system cavitation 7. Pinched Oil Pump O-ring(s) 8. FL/Baggers – 6 speed trans with dipstick in rear of trans can allow more oil to be added to oil tank and not show on dipstick 9. Excessive RPM on rev limiter, de-seated rings 10. Flapper valves in breathers stuck 11. Return oil passages plugged, pick-up hole in crankcase plugged
DIPSTICK BLOW OUT 1. Excessive cylinder leak down – run a cylinder leak down test 2. Oil level too high, run oil level 3/4 - 7/8 full cold 3. Rocker housing gaskets are wrong or installed improperly 4. Spark knock, piston detonation, rings not seated or coming un-seated under hard acceleration
5. Excessive RPM on rev limiter, de-seating rings 6. Vent oil tank – see Feuling oil tank breather kits
NOISY VALVE-TRAIN 1. Lifter to lifter bore clearance too large, Feuling recommends a clearance of 0.001” - 0.0015” for proper lifter performance 2. Pushrods flexing and hitting pushrod tubes - look for a shiny ring witness mark around pushrod normally seen towards the cylinder head. 3. Low oil pressure 4. Rocker arms/bushings out of tolerance 5. Valve spring to camshaft combination creating valve-train separation – See Feuling Beehive valve springs 6. Leaky/broken piston cooling jets 7. Clearance for roller rocker arms on underside of rocker box cover 8. Steep ramped camshafts, valves closing so fast the valves bounce off valve seats – See Feuling® Beehive® valve springs 9. Pushrod center oil hole plugged
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